Willamette River CSO Shafts - Jacobs Associates

VOLUME 21
SECOND QUARTER
2010
PROJECT UPDATE by Mark Havekost, PE
Willamette River CSO Shafts
The City of Portland Bureau of Environmental
Services is in the final years of constructing an
underground infrastructure network to reduce
combined sewer overflow (CSO) into the Willamette
River. To date, 15 major tunnel construction
shafts and over 35 shafts for microtunneling
have been built. In addition to construction
management of the CSO tunnels, Jacobs Associates’
involvement in the Willamette River CSO
Program has included evaluation and design of
several critical tunnel and pipeline shafts. These
shafts have been excavated through landfill
debris, very soft silt, flowing sands, and open
gravel, cobbles, and boulders. Such challenging
ground conditions have required innovative construction
methods, including hybrid modifications
to traditional shaft construction methods.
For the Portsmouth Force Main Segment 1
Project, a three-sided, internally braced secant
pile shoring system with a jet-grouted base seal
is being constructed against the wall of the
129-foot internal diameter (39 m), 165-footdeep
(50 m) Swan Island Pump Station. This
shaft will be used to break in to the pump
station and install a bifurcated connection
between the pump station and force main.
The secant piles are constructed using a cased
secant pile (CSP) method, which consists of an
interior continuous flight auger and an outer
temporary casing. The auger is advanced to
design depth, then withdrawn as concrete is
pumped through the auger tip. No soil is removed
until auger and casing are withdrawn.
Mark manages Jacobs Associates’ Portland
office. He has participated in the design,
construction, or evaluation of many of the
tunnels and shafts that make up Portland’s
Willamette River CSO Program. He is currently
the project manager for contractor
design on the Balch Consolidation Conduit.
Several CSO program elements currently
under construction connect existing infrastructure
with the large West Side and East
Side CSO storage tunnels. These connections
require the creation of new openings in (i.e.,
“breaking into”) existing tunnels and shafts.
For the Portsmouth Force Main Segment 2
Project, an egg-shaped liner plate shaft is being
used to construct a connection to an existing
tunnel, which is exposed and supported at the
base of the shaft. The shaft shape was selected
so the tunnel shield could be removed without
altering or bypassing the existing structure.
For the Balch Consolidation Conduit, Jacobs
Associates designed circular and rectangular
microtunneling shafts for the cutter soil mixing
(CSM) method. Rectangular panels were
excavated by adding water, and sometimes
bentonite, to the soil to fluidize it in place to
a prescribed depth. Upon retraction, cement
grout is mixed with the fluidized soil to form
a soil cement mixture. Individual panels are
interlocked to form watertight walls.
At the bottom of the 112-foot (34 m)
Portsmouth Force Main Segment 2 shaft.
Balch Consolidation Conduit circular shaft designed
for the CSM method. For circular shafts, beams are
inserted into the panels to provide uplift resistance
for the base slab using specialized threaded shear
connectors that are preinstalled on the beams.
Jacobs Associates provides practical, cost-effective,
and innovative solutions for difficult underground
projects and excels in the water, wastewater, and
transportation sectors. With an emphasis on tunnels
and shafts, we offer a full range of design and
construction management capabilities. We also offer
the broader heavy civil construction industry a robust
package of claims and dispute resolution services.
MORE NEWS INSIDE
• Principal’s Message
• In Memoriam
• Just Answers
• Elk Rock Assessment
• Bridge 3.9 Replacement Completed
• Coos Bay Rail Line Tunnel Project
• Blue Ridge (Crozet) Tunnel
• Potomac Bi-County Supply Main
• Technical Conference Papers
• New Hires, Staff Recognition, Awards

Principal’s Message by William W. Edgerton, PE
The Work-Life Balance
2
As we live our lives, we focus ourselves in
many different directions. We can all identify
with the problem of achieving harmony
between work and everything else. How do
we get the right balance Although this is a
question each of us has to answer individually,
our day-to-day choices are often motivated by
what we see as our commitments.
Many of us identify with our obligations to our
job. To our clients and the firm, we’ve promised
professional services of a certain quality
in a specified time for a certain cost, and we
are committed to produce to that level. As to
our profession, we feel a certain obligation to
give back to an industry that has provided us
a rewarding career. As to our fellow workers,
we feel the need to mentor the future leaders.
And we must not forget our responsibilities
under the terms of our professional licenses
for appropriate ethical behavior.
However, our work life should not be so all
consuming that we miss the opportunity to
spend quality time with our family. We’ve all
heard the saying: “No one ever said on his
deathbed: I wish I had spent more time in
the office.” This means more than
just taking time away from work.
It means flushing the mind of the
workplace concerns when we are
at home. For many of us, that is not
as easy as it sounds, and as some of
us can attest, this gets harder as we
grow older.
Besides balancing home and family,
we have an obligation to those who
are less fortunate. Our charitable
giving can be either in the form of
gifts of money or time. At Jacobs
Associates, we have a long history
of helping others who have fewer
material things than we do. In addition,
in the last five years, there
has been an increased attention to our duty
to future generations. We all want to do what
we can to minimize global warming, increase
the likelihood of world peace, and other such
lofty goals. As individuals, we may think that
we have little control over these big issues.
Although that may seem to be true, as citizens
of the world (and as engineers) we must try
to increase awareness and do what we can to
make this a place where
future generations can
flourish.
Why am I writing about
this in the company
newsletter It is because
we must each remember
to honor all of our commitments.
We have been
so successful in creating a
company culture in which
we feel good about our
work that it can be easy
to lose that necessary
balance between work
and the rest of our lives.
This can lead to mental
burnout, which is not good for our clients, the
company, our community, our families, or
ourselves. Only by periodically evaluating our
own circumstances and balancing them in our
own minds can we be true to ourselves and
further our own individual sense of purpose.
Bill serves as the president
of Jacobs Associates and
has more than 35 years of
practical, heavy construction
experience. He is principalin-charge
of the firm’s work
for DCWASA on its CSO
Long-Term Control Plan.
just answers by John Stoltz, PE
The Current Bidding Market in the Underground Industry
With the times
of high price
volatility and
contractual
adjustments for
materials escalation
evidently
past, there is
little to be thankful
for as our
economic pendulum
swings
to yet another
extreme. Owners,
however, can take solace: the projects they
do have funds for are attracting more bidders
with sharper pencils, resulting in lower-thanexpected
bids.
What is happening What resources are bidders
calling on to gain the critical competitive
edge Why are we continuing to see such a
large spread among bids on tunnel projects
Certainly the amount of profit a contractor is
willing to live with is a factor. However, margins
were never so fat that cutting or eliminating
them would account for such a cost spread.
We believe there are two main drivers that account
for the large spread among bids. Vendors
and subcontractors can have a huge impact on
bids as these parties form strategic alliances
with bidders. This was evident in an examination
of bidders’ stipulated quotes for a number
of recently bid projects. We found significant
variances among quoted costs to bidders from
the same vendor that in aggregate can account
for 10 to 15% of the bid amount.
Fleet equipment is another area where costs
can be shaved. Since a project is charged
equipment ownership based on the book value
of equipment, contractors can reduce project
write-offs to reduce project charges. Because
equipment ownership alone on tunnel projects
can easily represent 10% of the bid, this too
can make the difference between the low bid
and second place.
The only other major cost components are
labor and commodity-type processes such
as fuel and power. However, neither provides
much opportunity for cost savings.
Hopefully, there will not be subsequent
need for more drastic measures of trimming
overhead costs, such as staff reductions
and salary cuts.
Regardless, while owners are cautiously
optimistic in this current market, we must all
recognize that a well-defined and reasonable
contract will do more than anything else to
encourage bids that are received to reflect
the final cost of construction. Certainly we
can expect contractors will be even more
aggressive in protecting their bottom line
when they perceive the work they perform is
inconsistent with contract requirements and
representations.
John has more than 30 years of experience
in the underground construction industry,
specializing in cost estimating, risk assessment,
and dispute resolution services. He
is currently the principal-in-charge on the
California High Speed Rail Project, Pacheco
Pass Segment.

3
in memoriam
Former Jacobs Associates President, James Wilton, Passes Away
It is with great sadness
that we announce that
Jacobs Associates’ former
President and Chairman,
James Wilton, passed
away on Saturday, March
13. He was 83 years old.
Jim was born in Los Angeles
in 1926, received his
discharge from the U.S.
Navy in 1946, and then
enrolled at Stanford University
as an aspirant civil
engineer. He received his
B.S.C.E. degree in 1950
and immediately went to
work for Macco Corporation.
It didn’t take long
for him to realize that his
vocation was construction
engineering. In 1957, Jim
joined Jacobs Associates. With his on-the-job
experience and his aptitude for designing, Jim
immediately assumed responsibility for the
firm’s construction engineering services. He
became a principal in 1963, was made president
in 1974, and was
elected chairman of
the board of directors
in 1985. Jim remained
at Jacobs Associates
for nearly 40 years.
According to Jacobs
Associates’ current
President, Bill
Edgerton, “Jim was an
Engineer’s Engineer,
with a reputation for
being able to solve
almost any construction
problem. He was
extremely detail oriented
and was known
for his meticulous
construction drawings
and calculations,
which helped establish
a quality standard within the firm. Jim was a
recognized expert in excavation support for
deep cut-and-cover structures, and the memory
of his significant contributions will continue at
Jacobs Associates.”
Most of Jim’s noteworthy projects have been
underground structures, excavation support
systems, cofferdams, and custom-built
construction plants. Some of these projects
and programs include the Washington Metropolitan
Area Transit Authority; Bay Area Rapid
Transit; San Francisco Clean Water Program;
the Chicago Deep Tunnel (TARP) Project; and
New Zealand’s Manapouri Tailrace Tunnel,
which marked one of the first successes in
simultaneous tunnel excavation and concreting.
Jim was known for his expertise in deep,
complex excavation support systems, and was
the author of the cut-and-cover chapter of the
Tunnel Engineering Handbook, 2nd Edition.
After retiring from Jacobs Associates, Jim
continued his involvement in consulting
and dispute resolution through 2009. He was
a Fellow of the American Society of Civil
Engineers and received the Golden Beaver
Award for Engineering in 1987.
He is survived by his wife of 60 years, Ellen,
of Woodside, California; his two daughters,
Shelly and Leslie; his four granddaughters;
and his grandson.
Just answers by Greg Colzani
Beyond the Risk Register
Construction exposes the participants (owner,
engineer, contractor, etc.) to risk and liability.
When risk is defined and managed ahead of
time, projects are more likely to be delivered
on schedule and budget. Implementation of
systematic risk management processes has
become an integral practice in development
and design of underground projects. Furthermore,
many project insurers now require proof
of an active risk evaluation and management
process before underwriting project policies.
This process focuses on development of projectspecific
risk management objectives, risk identification,
qualitative risk analysis, quantitative
risk analysis, risk mitigation, and risk management
and monitoring.
A typical risk assessment involves assigning
values to both the probability of a risk occurring
and the severity of the consequences
should it occur. Project risks that have a high
likelihood of occurring with major consequences
to the project are classified as “unacceptable.”
The overall project risk management
philosophy is to minimize and ultimately
eliminate unacceptable risks by reducing
the likelihood they will occur. Administered
properly, this process is a very useful tool to
reduce project risk, develop realistic project
contingencies, and develop construction risk
management strategies. Jacobs Associates
has evolved some cautionary rules of thumb
to consider when developing risk mitigation
strategies:
1. Transfer of shared risk by stakeholders does
not necessarily reduce project risk. Although
contractual transfer of risk to the party best
suited to address the risk is commonplace, “risk
transfer” may actually be “risk shedding” to a
party equally unsuited to deal with the risk.
Careful examination of risk transfer mitigations
should be made as
most project risks cannot
be managed by a single
stakeholder.
2. Proposed risk mitigation
measures require the
same risk-level assessment
Understanding and managing
risk can provide a “crystal clear”
path to project success.
afforded the initial risk to prevent increased
risk to the project or a particular party.
3. Two or more acceptable risks common to
an individual element of work or risk category
must be evaluated to make sure the cumulative
effect of such risks is not unacceptable.
4. “Risk management” is not “risk elimination.”
Risks will occur. Stakeholders must
be prepared to react positively to the risk
events. Likewise, it is impossible to predict and
analyze the unknown. In some cases projects
can be insured for such events. However, it
is difficult to insure something that cannot
be described or statistically
presented, so the practice
remains risk management,
not risk elimination.
Greg has more than 30 years
of experience in mining,
tunneling, and heavy civil
and underground construction,
with an emphasis on
construction management
and quality control.

Project update by Mark Havekost, PE
Elk Rock Assessment and Recommendations
4
To help evaluate the feasibility of extending
the Portland Streetcar system from downtown
Portland to downtown Lake Oswego,
Oregon, Jacobs Associates performed a tunnel
condition assessment and made recommendations
concerning Elk Rock Tunnel, an existing
historic freight rail tunnel. Our final report
included information on the current state and
safety conditions of the tunnel, and suggestions
for upgrades such as enlargement to
simultaneously accommodate multiple modes
of transportation. Jacobs Associates is working
as a subconsultant to URS, which has been
contracted by TriMet to provide conceptual
design, environmental analysis, and public
information services toward the preparation
of a Draft Environmental Impact Study for
the Lake Oswego to Portland Transit Corridor
Project.
One of the transportation alternatives under
consideration includes construction of a
streetcar along the existing Lake Oswego
Trolley right-of-way, which could utilize Elk
Rock Tunnel. Until recently, the existing track
was used only as a tourist excursion trolley
line operated by the Oregon Electric Railway
Historical Society.
Jacobs Associates inspected the tunnel and
developed rehabilitation options, including the
potential to enlarge the tunnel or construct a
second parallel tunnel to allow double-track
rail traffic. We also provided recommendations
related to operations, cost and schedule
considerations, and opinions on improving the
fire and life safety systems in the tunnel.
The 1,395-foot-long (398 m), single-track tunnel
is located on the west side of the Willamette
River, and was originally built in 1921. The portal
structures are constructed of reinforced concrete.
For the most part, the tunnel interior is unlined.
Jacobs Associates’ primary tunnel support and repair
recommendations include scaling, shotcrete,
and repair of the rebar in the portals to improve
stability. Additional evaluations included: accommodations
for electric vehicles, walkways for
pedestrians, lighting to improve visibility, and an
alarm system to warn of incoming trains.
Mark has more than 16 years of experience in
the underground industry, concentrating on
tunnel design and geotechnical engineering
for hydroelectric, wastewater, and water supply
tunnels. He currently serves as the project
manager on the Elk Rock Tunnel Project.
Corbelled arch section at south portal.
Project update by Jeff Peterson
Potomac Bi-County Supply Main
Shaft S-3: Working Shaft
Construction progress continues on the
Washington Suburban Sanitary Commission
(WSSC) Bi-County Water Tunnel. The addition
of an 84-inch-diameter (2.1 m) pressure water
main completes the northern beltway link to
the existing WSSC distribution system that
has been planned for over 30 years. This link
increases capacity to Prince George’s County,
MD, while maintaining water pressure in
Montgomery County, MD.
The tunnel working shaft has been excavated
to a depth of 134 feet (41 m), and the
contractor is transitioning to a horizontal
excavation for the starter and tail tunnels.
The 28,200-foot-long (8,595 m) tunnel will
be mined using a hard rock tunnel boring machine
(TBM) in two drives. The first drive will
head east from the working shaft for 4,127
feet (1,258 m) to a retrieval shaft. The TBM
will return to the working shaft for 24,070
stop the presses
Jacobs Associates staff members
contribute to the advancement
of underground engineering by
publishing articles in proceedings
for both national and international
tunneling conferences. Below is a
list of papers that will be presented
at the upcoming No-Dig Conference
(May 2–7), World Tunnel
Congress (May 14–20), and North
American Tunneling Conference
(NAT) (June 19–23).
NO-DIG
Grade Control for Microtunnels in
Very Loose and Very Soft Soils.
Glenn Boyce, Mark Havekost,
Craig Camp, and Norm Joyal
(Jacobs Associates)
Culvert Replacement Using Pipe
Ramming, Tunneling, or Pipe
Jacking. Craig Camp and Glenn
Boyce (Jacobs Associates); and
Al Tenbusch (Tenbusch, Inc.)
Microtunnel Jacking and
Receiving Shafts Constructed
Using Cutter Soil Mixing (CSM)
Technology. Norman Joyal
(Jacobs Associates) and Rachel
L. Martin (CCWD of Southern
California)
WTC 2010
Geotechnical Investigations
and Ground Characterization—
The New Irvington Tunnel Project.
Glenn Boyce (Jacobs Associates);
Theodore Feldsher, Samuel
Gambino, and Carlos Jaramillo
(URS Corp.); and David Tsztoo
(SFPUC)
Deep Tunnels in Poor Rock Conditions
and High Water Head; How
Much Can We Ask of TBM Technology
J. Waggoner and S. Klein
(Jacobs Associates); and J. Shamma
(MWD of Southern California)
NAT
The History of Tunneling in Portland—Rail,
Highways, and the
Environment. Susan L. Bednarz
(Jacobs Associates); Paul T. Gribbon
(City of Portland Bureau of
Environmental Services); and
Joseph P. Gildner (Sound Transit)
DCWASA’s Project Delivery
Approach for the Washington DC
CSO Program. Ronald E. Bizzarri
and Carlton Ray (DCWASA); and
William W. Edgerton (Jacobs
Associates)
New Irvington Tunnel Design
Challenges. Glenn Boyce, Steve
Klein, and Yiming Sun (Jacobs
Associates); Theodore Feldsher
(URS Corp.); and David Tsztoo
(SFPUC)
Geotechnical and Design Challenges
for TBM Selection on
the ICE Tunnel. Steve Dubnewych
and Stephen Klein (Jacobs
Associates); and Paul Guptill
(Kleinfelder)
Risk Management to Make
Informed Contingency-Based
CIP Decisions. Paul Gribbon and

5 6 7
Project update by Richard Smith, PE
Bridge 3.9 Replacement Completed
Bridge 3.9 is a 4,800-foot-long (1,463 m)
railroad bridge spanning Lake Pend Oreille in
Sandpoint, Idaho. It is an essential commerce
link between the Pacific Northwest and Chicago.
The bridge was built around 1902 by Northern
Pacific Railway as part of the first northern
transcontinental railroad. It was founded on
timber piles driven to a penetration of about
50 feet (15.2 m) supporting a concrete pier
spaced 50 feet for most of the bridge’s length.
Replacement piers added in the 1950s/60s were
supported on 90-foot (27.4 m) pipe piles. By
2008, however, several of the original piers had
settled and rotated, causing track problems for
the high-speed freight trains. These original
foundations needed to be replaced.
The 12 piers on the east end of the bridge were
replaced in 2008, and 16 piers on the west end
were replaced in 2009. BNSF is monitoring
the remaining portion of the bridge, and has
decided not to do any more replacements.
Highly compressible soft clays to a depth of
more than 300 feet (91.4 m) in the lake were
a significant geological and construction challenge
for the bridge’s east end. A deep foundation
solution was required, and Jacobs Associates
determined that closed-end pipe piles were
the best choice. New piers were placed halfway
between existing bridge piers. Each pier group
consisted of six piles. Piles were driven with
vibratory and impact hammers.
allowed Jacobs Associates and BNSF to
evaluate pile capacity over time.
Despite challenges to the project team, the
Bridge 3.9 construction was a complete
success. This vital transcontinental link to
the BNSF now provides enhanced service
with reduced maintenance.
Rick has more than 20 years of experience
in geo technical engineering for large complex
civil projects, including bridges and tunnels.
He served as project manager on the Bridge
3.9 project.
Because train service could not be disrupted,
bridge replacement occurred under live-track
conditions. Jacobs Associates provided foundation
design and engineering
services during construction
0
under contract to BNSF Railway.
Also involved were Hanson
50
Professional Services, Inc.
(bridge designer), ACC-Hurlen
(east end contractor), and Advanced
American Construction,
100
Inc. (west end contractor).
FEET
150
RAILROAD WEST
Robert Miner Dynamic Testing completed
dynamic pile driving analyses on selected piles
throughout each phase of pile driving. Results
WEST END
PILE TIP
ELEVATIONS
EAST END
PILE TIP
ELEVATIONS
RAILROAD EAST
SOFT CLAY
STIFF SILT
DENSE SAND
Construction occurred during
the summers of 2008 and 2009.
Subsurface conditions along Bridge 3.9 alignment.
Pile driving at bridge with Sandpoint in background.
feet (7,337 m) to another retrieval shaft.
The eastern retrieval shaft will be excavated
to a depth of 104 feet (31.7 m). The TBM is a
refurbished Robbins 10-foot-diameter (3 m)
main beam machine that is nearly ready for
shipping to the job site. Following excavation
of the tunnel, mortar-lined steel pipe will be
installed and backfill grouted, and final tie-ins
will be made to the existing surface water
distribution system.
The construction manager (CM) for the Bi-
County Water Tunnel is a Joint Venture (JV)
between Jacobs Associates and EA Engineering,
Science, and Technology. The JV works closely
with a WSSC project manager assigned to the
CM field office to address project issues. The
contractor performing the work is Renda,
Southland, SAK, which is a JV between Oscar
Renda, Southland Contracting, Inc., and SAK
Construction LLC.
This tunnel completes a primary link from the
WSSC’s Potomac Treatment Facility, which
supports suburban growth and provides some
redundancy to the WSSC distribution system.
Jeff has 10 years of experience in construction
management on various projects in the water
supply and wastewater sectors. He currently
serves as the assistant resident engineer on the
Bi-County Water Tunnel project.
Popsicle Stick Bridge Contest
Christa Overby (City of Portland,
Bureau of Environmental Services);
Gregory Colzani (Jacobs
Associates); and Julius Strid
(EPC Consultants)
Case History: Complex Design
and Construction of Tunnel and
SOE to Accommodate Challenging
Site Conditions. Emad Farouz
(CH2M HILL) and John I. Yao
(Jacobs Associates)
The Sunnydale CSO Tunnel—
Dealing with Urban Infrastructure.
Renée L. Fippin, Heather E.
Stewart, and Richard M. Nolting,
III (Jacobs Associates); Manfred
M. Wong (SFPUC)
Linear Schedules for Tunnel Projects.
Mun Wei Leong and Daniel
E. Kass (Jacobs Associates)
Geotechnical Investigations for
the Anacostia River Projects.
Amanda Morgan (Jacobs Associates);
Kevin Fu (URS Corp.); and
Ronald E. Bizzarri and Carlton M.
Ray (DCWASA)
Integration of Operations and
Underground Construction:
Sound Transit University Link.
John Sleavin (Sound Transit);
and Peter Raleigh, Samuel
Swartz, and Phaidra Campbell
(Jacobs Associates)
Overhead and Uncertainty in
Cost Estimates: A Guide to Their
Review. John M. Stolz (Jacobs
Associates)
Show Me the Money: The Real
Savings in Tunnel Contract Payment
Provisions. John M. Stolz
(Jacobs Associates)
Jacobs Associates was a proud
sponsor in the Seattle Section
of the American Society of Civil
Engineers (ASCE) Younger
Member Forum’s (YMF) 2010
Popsicle Stick Bridge Contest in
February. Senior Staff Engineer
Lynn Salvati volunteered at
the event. More than 100 high
school students brought their
bridges, made of popsicle
sticks and white glue, to the
contest and were judged on
required technical specifications
and aesthetics. Bridges
were then loaded to failure

Project update by Carol Ravano, PE
Coos Bay Rail Line Tunnel Project
4 5 6
There are nine tunnels on the rail line between
Eugene and Coos Bay, Oregon. They were
originally built between 1911 and 1916 by the
Willamette Pacific Railroad, Inc., which was
established by the Southern Pacific Railroad in
1911. Southern Pacific’s Coos Bay Branch Line
was acquired by RailTex Inc., which established
the Central Oregon & Pacific Railroad in
late 1994.
These tunnels are lined with timber, shotcrete,
or gunite over steel sets. Because of the
weathered rock of the Coast Range mountains,
the harsh climate near the Pacific Coast, and a
lack of maintenance, the timber-lined portions
of the tunnels fell into disrepair, causing the
line to shut down in 2007. The State of Oregon
estimated that about 200 jobs were lost when
the rail line closed. In 2009, the Oregon International
Port of Coos Bay (OIPCB) purchased the
line and received $2.5 million in ARRA stimulus
funds through the State of Oregon to repair the
tunnels as a first step in reopening the line.
Jacobs Associates has been working with HDR
in Portland to evaluate and prioritize the work
that needs to be performed along the entire
line to get the railway functioning again. The
principal objective of the work is to repair specific
sections of four railway tunnels, including
removal and disposal of timber linings (support
sets, lagging, and cribbing); removal and
disposal of rock, mud, and debris; installation
of steel support sets, channel lagging, concrete,
rock bolts, backfill concrete, and shotcrete;
and localized re-establishment of tunnel track
drainage within and adjacent to the tunnels.
Jacobs Associates prepared design calculations,
drawings, and specifications for the project, and
facilitated the bid process for OIPCB. Construction
started in September 2009, with Jacobs Associates
providing the resident engineer for construction
monitoring. The tunnels are located in weathered
sandstone and colluvium, and some had experienced
localized collapses in recent years. Our top
priority during the design and construction monitoring
process was to prevent further collapse
from occurring during the repair process. This
was accomplished by recommending a methodology
of timber set replacement that included either
placement of steel jump sets for ground support
prior to timber set removal or presupport with
steel channel spiling immediately ahead of timber
set removal and replacement with steel sets. Both
methods have proven successful to date.
Construction will be completed by May 2010.
Carol is a geotechnical engineer with 17 years
of geotechnical and civil engineering experience,
specializing in construction projects for
railroad clients. She serves as the project manager
on the Coos Bay Rail Line Tunnel Project.
North portal of Tunnel 15. The weathered
rock and water seepage at the portal
cause heavy loads on the tunnel lining.
Shotcreting in the steel sets in Tunnel 15.
Placing crown pieces of steel sets in Tunnel 15 in
between existing timber sets. After steel sets are
shotcreted in place, the timber sets are removed.
staff recognition
new hires
(left photo) while their creators
watched from a safe distance
with hard hats and safety glasses.
This year, the overall winning
bridge was submitted by Christian
Home School Network of South
King County Team 2. It held 978
pounds (444 kg) and weighed just
11.9 oz (337 g).
Johnson Hohenshelt Williams
On January 22, Jeremy Johnson, PE, gave a presentation
to the Structural Engineers Association of Washington on
the Brightwater Wastewater Treatment System project.
Congratulations to Erin Hohenshelt and Marcus Williams
for earning their Professional Engineering (PE) licenses in
the State of California.
In February, the San Francisco
office welcomed Engineer Intern
Chloé Brillatz. Chloé is from Paris,
France, and will be interning until
mid-August. She is currently in
the “sandwich year” between
her Master 1 and Master 2. She
received her Master 1 in Civil
Engineering and Geotechnics
from Ecole Nationale Supérieure
de Géologie, and she plans on
applying to the Department of
Civil and Environmental Engineering
at Imperial College in London
for her Master 2.
Bryan Duevel, GE, joined the
Portland office as a Project
Engineer in February. Bryan has
more than 10 years of experience
in geotechnical and construction
engineering on a broad range of
projects that includes dams, tunnels,
bridges, and light
rail infrastructure throughout
the northwest. Bryan earned
his BS and MS degrees in
Geological Engineering from
the Universities of Minnesota
and Wisconsin, respectively.
His graduate research focused
on rock mechanics.

7
Project update by Joe Schrank, PE
Rehabilitation of the Historical Blue Ridge Tunnel
Jacobs Associates, as subconsultant to
Woolpert, Inc., evaluated the current condition
of the Blue Ridge Crozet Tunnel (BRT),
located in Rockfish Gap in Nelson and Augusta
counties in central Virginia. Jacobs Associates
also evaluated the ground stability in
and around the tunnel, developed options to
rehabilitate the tunnel into a public trail, and
The west portal.
provided recommendations related to operational,
cost, and schedule considerations. The
rehabilitation project was initiated by Nelson
County, Virginia. Woolpert was retained by
Nelson County to provide engineering design
services for this project.
The BRT was designed by Claudius Crozet and is
approximately 4,300 feet long (1,310 m). When
it opened in 1858, it was the longest tunnel in
the United States. The tunnel was built in very
hard rock before the invention of dynamite and
was designated a “National Historic Civil Engineering
Landmark” by the ASCE in 1976. It was
in use until 1944, when it was abandoned and
replaced by the New Blue Ridge Tunnel, immediately
west of and almost parallel to the BRT.
The tunnel is partially masonry/brick lined
and partially unlined, was a single track tunnel,
and has a tangent (straight) alignment.
The east portal is bare rock and does not have a
portal structure, while the west portal contains
a cut stone and masonry arch and is mostly
brick lined. The east end of the tunnel is currently
flooded with several feet of water.
Since the bare rock in the tunnel is very strong
and in excellent shape, Jacobs Associates
recommended scaling the rock face to remove
loose rocks and applying 2 inches (50 mm) of
fiber-reinforced microsilica shotcrete (FRMS)
where needed. Because the tunnel is a historical
structure, it may be necessary to recreate the
original look of the brick lining in the areas of
extensive brick fallout. This will either be done
with an outer layer of brick over an inner layer
of structural shotcrete or by staining and stamping
the outer layer of FRMS to look like brick.
The preliminary design by Jacobs Associates
has been completed. Final design and bid
documents will be completed by July 2010,
with construction to start in the fall of 2010.
Joe has more than 10 years of experience
in geotechnical engineering and serves as
the project engineer for the BRT project.
Laying out the stationing for the tunnel mapping
inside the flooded east end of the tunnel.
Jacobs Associates engineer Joe Schrank crawling
through the pipe in one of the tunnel bulkheads.
Tess Hartwell joined the Boston
office as its new Regional
Marketing Manager in March.
Tess has a diverse background
providing marketing and design
services for a range of industries,
including engineering and
environmental services. She has
more than 12 years of international
experience in marketing,
and most recently managed proposal
efforts for renewable energy
and government projects.
Marika Hjert-Bernardi, PE,
joined the Seattle office in
February as a Senior Staff Engineer.
Marika spent the last 6
years interning as a structural
design engineer involved in
excavation support systems,
large retaining wall designs, and
material design, ranging from
wood to post tension concrete
and other structural materials.
She received her BS in Civil
Engineering from the University
of Washington.
The Boston office is proud
to announce the addition of
Katherine O’Hara as a Senior
Staff Engineer. Kate holds MS
and BS degrees in Civil and
Environmental Engineering,
with a concentration in Geotechnical
Engineering, from the
University of Massachusetts.
She has 7 years of experience
on a variety of geotechnical and
environmental projects involving
geotechnical analysis, shallow
and deep foundation design,
and excavation support.
In February, Arlene Pritzker
joined Jacobs Associates as a
Senior Designer in the Seattle
office. She has 29 years of CADD
experience, which has been multidisciplinary
over a broad range
of projects. These have included
transit tunnels, bridges, utilities,
and environmental and energy
projects.
Donald Reid was hired as a
Staff Engineer in the Seattle
office in April. Don has been
an intern since May 2009, and
has worked on several projects,
including University Link and
Canyon Estates Paving. He
also provided assistance on
TBM performance evaluations
for both Beacon Hill and Brightwater
tunnel contracts. Don
recently received his BS in Civil
Engineering from the University
of Washington.

awards
Spur Honors Sfpuc Water
System Improvement Program
On February 22, the San Francisco Public Utilities
Commission’s (SFPUC) Hetch Hetchy Water
System Improvement Program (WSIP) was the
recipient of the Infrastructure and Planning
Award at the San Francisco Planning + Urban
Research Association’s (SPUR) 30th Annual
Good Government Awards Ceremony. Many
of Jacobs Associates’ projects are part of the
WSIP, including the New Crystal Springs Bypass
Tunnel, Bay Tunnel, Irvington Tunnel, and the
Hetch Hetchy Water and Power Project. Grace
Lui and Victor Romero, PE, CEG, attended the
award ceremony, and SFPUC representatives
accepted the award.
Lenihan Dam Receives Award
The Lenihan Dam Outlet Modifications project
was selected as a Special Recognition Winner of
the 2010 Marvin M. Black Excellence in Partnering
Awards by the Associated General Contractors
(AGC) of America. Of the excellent projects
nominated for the award, the judges selected
three winners and six special recognition projects,
which epitomize the true spirit of partnering.
The award was presented at the AGC Partnering
Awards Breakfast on Thursday, March 19, 2010,
in conjunction with AGC’s 91st Annual Convention
in Orlando, Florida. In attendance was
Project Engineer Shawn Spreng, PE.
Breakthrough Corner
Mission Trails Pipeline Tunnel
New Crystal Springs Bypass Tunnel
Cal Park Hill Tunnel
• With all pipes installed in the tunnel,
work is nearly complete for Mission
Trails Pipeline Project.
• Since its hole through in May
2009, Cal Park Hill Tunnel recently
completed all architectural aspects
of the tunnel.
• On March 24, the TBM for the New
Crystal Springs Bypass Tunnel reached
the base of the North Shaft after traveling
4,200 feet (1,280 m) for more than
4 months from the South Shaft.
New East Coast Associates
Jacobs Associates is pleased to welcome Associates
David Beck, PE, and Joel Kantola, PE, to
our East Coast offices.
David Beck, PE, joins Jacobs
Associates with 40 years of
experience in planning,
designing, and managing construction
of a variety of heavy
Beck
civil and marine projects. His
core qualifications are project/construction management
and structural engineering. His projects
have included highway bridges, power plants,
offshore oil/gas facilities, wastewater treatment
plants, two of the world’s largest oceanic outfalls,
dredging, waterfront structures, combined storm
overflow (CSO) structures, and large hard rock
tunnel boring machine tunnels. David received
his MS in Structural Engineering and BS in Civil
Engineering from Iowa State University. He will
be working out of the New York City Metropolitan
Transportation Authority’s Independent
Engineering Consultant project office.
Joel Kantola, PE, comes to Jacobs Associates
with more than 20 years of experience. He
has worked for both contractors and owners,
providing claims, construction management,
and detailed design services.
Before joining Jacobs Associates,
Joel was the principal
of an engineering firm for 7
years and spent 15 years prior
Kantola
to that working for nationally
recognized engineering and construction companies.
He received his MS in Geotechnical/
Offshore Engineering and his BS in Civil Engineering
from the University of New Hampshire.
Joel will be providing support to the District
of Columbia Water and Sewer Authority’s
(DCWASA) Long-Term Control Plan Project
and will be working out of the Boston office.
Visit us at www.jacobssf.com
or call us at 800.842.3794
We appreciate your feedback.
finalliner@jacobssf.com
465 California Street
Suite 1000
San Francisco, CA 94104
415.434.1822
67 S. Bedford Street
Suite 301E
Burlington, MA 01803
781.852.0450
757 Bourke Street
Suite 219A
Docklands, VIC 3008
AUSTRALIA
+61 3 8687 9030
1001 Avenue of the
Americas, 11th Floor
New York, NY 10018
212.704.7383
234 E. Colorado Boulevard
Suite 400
Pasadena, CA 91101
626.737.6520
101 S.W. Main Street
Suite 320
Portland, OR 97204
503.227.1800
333 H Street
Suite 5004
Chula Vista, CA 91910
619.565.2747
1109 First Avenue
Suite 501
Seattle, WA 98101
206.588.8200
Executive Editor Victor Romero, PE, CEG
Managing Editor Rebecca Anicich, CPSM
Contributing Editors Laura Franco, Tess Hartwell,
Grace Lui, Julie McCullough, L.E. McCutcheon,
Emma Reiners
Designer Seth McGinnis
© 2010 Jacobs Associates
Printed on 10% post consumer waste paper, SFI certified