PHOENIX SKY HARBOR INTERNATIONAL AIRPORT UTILITY GRADE ADJUSTMENTS AND INFIELD PAVING

PHOENIX, ARIZONA

GMP 1 of the Utility Grade Adjustments and Infield Paving CMAR improved and paved the infields north of Runway 8-26 and south of Taxiway A at Sky Harbor Airport, stretching over 239,779 SY. The infield paving improved drainage, stabilized the soil, and eliminated Foreign Object Debris (FOD) on the active airfield. As part of this project, all electrical utility vaults were upgraded for access and the team performed 14,000 CY of excavation, 239,000 SY of grading, 29,000 TN of infield asphalt paving to improve drainage, utility vault adjustments to be consistent with the new grading and paving elevations, and utility access point upgrades for maintenance purposes.

PHOENIX SKY HARBOR INTERNATIONAL AIRPORT TERMINAL 3 NORTH INNER APRON RECONSTRUCTION

PHOENIX, ARIZONA

The existing pavement section in the Terminal 3 North Inner Apron had 15-inch Portland Cement Concrete Pavement (PCCP) reinforced with welded wire mesh with light, medium and heavy linear cracking, medium to large patching, some faulting, scaling, shrinkage cracking, and failed joint seal. This project removed and replaced the existing pavement structure, approximately 1,630 panels with a total area of 43,600 square feet, surrounding the Terminal 3 North concourse. The hydrant fuel system underneath the inner apron was also upgraded as well as storm drain and trench drain systems to collect inner apron and roof drain runoff.

SPADINA SUBWAY EXTENSION

TORONTO, ONTARIO

The Toronto-York Spadina Subway Extension Project (TYSSE) is the first Toronto Transit Commission (TTC) rapid transit line to cross the City of Toronto boundary into York Region. The project extends from the existing Downsview Subway station near Sheppard Avenue, to the new Vaughan Metropolitan Centre (VMC) at Highway 7. The TYSSE provides traffic congestion relief with connections to the VMC transit hub, York University and the existing system. The TYSSE is also anticipated to foster growth and improvements to neighbourhoods along the alignment. HNWC, in joint venture with McNally International Inc. and Aecon Constructors, constructed the $90 million South Tunnels as part of the Sheppard West Station and Tunnels contract for Aecon Buildings (A division of Aecon Construction Group Inc.). The project consisted of twinned 1,540 meter and 1,185 meter long PCTL (precast concrete tunnel lining) tunnel drives, cast in place concrete invert and tunnel walkways, three emergency exit buildings (EEBs), four cross passages and associated works. Two custom manufactured EPB tunnel boring machines (TBMs) were supplied by the TTC and manufactured by Caterpillar Tunneling Canada with bore diameters of 6 meters. Each tunnel was lined with precast concrete rings, also supplied by the TTC. The Southern Tunnels required approximately 3,650 rings; each ring consisting of six segments and weighing approximately 13 tons.

DEVIL'S SLIDE TUNNEL

PACIFICA, CALIFORNIA

Located along the coast between Pacifica and Montara, the Devil’s Slide portion of Route 1 has a long history of closure due to rockslides and land slippage since its construction in 1937. The $268 million project constructed tunnels that are approximately 4,100 feet long, 30 feet wide, 22 feet high and 60 feet apart to allow motorists to bypass these major slide areas. The project scope included roughly 225,000 cubic yards of excavation and 80,000 cubic yards of tunnel concrete. The tunnels were constructed through granitic, sandstone and shale formations using the New Austrian Tunneling Method, which relies on inherent rock strength for support. HNWC is one of the few contractors in the U.S. to use this type of tunneling method. Key features of the tunnels include 32 jet fans for ventilation; fire detection and suppression system; carbon monoxide and nitrogen oxide detection systems; closed-circuit television monitoring and emergency call box telephone systems; electronic message signs displaying safety and advisory information; and an over-height vehicle detection system. In addition, nine cross passages connect the tunnels for escape and emergency purposes. Crews also excavated three emergency vehicle storage areas between the tunnels.

DUKE POINT FERRY TERMINAL

NANAIMO AND GOLDEN, BRITISH COLUMBIA

The British Columbus Ferry Corporation awarded HNWC the contract for its largest terminal upgrade in more than 25 years. This 11-month project valued at $11.8 million was constructed to relieve traffic congestion associated with ferry service from Tsawwassen to central Vancouver Island and serve as a catalyst for economic development within the surrounding communities. Construction of the 137-metre-long trestle included separate land and water portions. The land portion used engineered 10-KIP shoring towers and was constructed in three stages due to access limitations. In an average water depth of 18 metres, the marine portion included the installation of 93 610-millimetre to 914-milimetre-diameter pipe piles inserted into 2.1-metre-deep rock sockets and anchored with 76 rock anchors, which reach an additional 9.1 metres into the ocean floor. The structural steel girder substructure was placed on this foundation while supporting the concrete deck and ramps. The upper and lower loading ramps weighed 91 and 154 tonnes, respectively, and were floated into position during high tide and lowered into place by a crane during a six-hour low-tide window. The berth required construction of over 726 tonnes of structural steel, more than 3,000 cubic metres of concrete and in excess of 4,600 square metres of formwork. Additional quantities included placing more than 1,100 cubic metres of land concrete and 2,000 cubic metres of marine concrete.

BALLANTYNE PIER REDEVELOPMENT

VANCOUVER, BRITISH COLUMBIA

The Vancouver Port Corporation selected HNWC to redevelop this existing 365-metre by 100-metre pier, demolish four concrete cargo sheds and construct a new terminal building. The existing 70-year-old Ballantyne Pier was obsolete as a cargo facility and marginal as an overflow terminal for the cruise ship industry. The Vancouver Port Authority’s innovative solution was to redevelop the pier into a facility capable of storing and loading wood pulp on a year-round basis and handling cruise ships during the summer. All construction work had to be phased to allow use of the existing facilities during cruise ship season from May to September. This two-year, $23 million project involved driving 156, 914-milimetre-diameter, 18- to 28-metre-long precast concrete piles; placing 20,000 cubic metres of reinforced cast-in-place concrete to repair existing concrete and new construction; constructing a reinforced mesh wall and a structural steel warehouse (14,500 tonnes) complete with roof cladding; and working on electrical and mechanical systems. As the Vancouver Port Corporation’s first formal partnering platform, the team established a relationship of trust that resulted in faster completion, improved cost control, higher quality, and increased productivity.