1. Use of Progressive Design-Build to Deliver Infrastructure Upgrades to a Class-1 Freight Corridor
Chuck starts the presentation
Charles (Chuck) Gullakson, P.E.
CSX Transportation
Philip Sheridan, P.E., DBIA
Clark Civil, LLC

2. Agenda
CSX use of DBIA Best Practices and Progressive Design-Build for Phase 2 of National Gateway Initiative
Follows on successful use of P-3 on Phase 1 of National Gateway Initiative
Progressive Design-Build initially chosen due to some unique challenges facing the Virginia Avenue Tunnel Project in Washington, DC
Based on success with Progressive Design-Build at VAT CSX expanded use for all remaining Phase 2 projects

3. Key Points
One of the largest known uses of Progressive Design-Build by the Class 1 Rail Industry
Pure Qualification Based Selection process was used to select a Contractor led Design-Build Team
PDB was used to deliver projects ranging in size from less than $150,000 to over $250,000,000
PDB was used to leverage the strength of early contractor involvement to optimize the efficiency of the NEPA process and speed of project delivery

4. National Gateway: Critical to meeting future freight demands
61 clearance projects in 6 states and the District of Columbia to achieve 21’0” clearance
Construction work varies from minor modifications to complete reconstruction of bridges, tunnels and other infrastructure (including VAT)
New/enhanced terminals along the National Gateway corridors utilizing the latest technology
Pittsburgh
NW Ohio Transfer Yard
Chicago
New York
Florida
Boston
St. Louis
Memphis
New Orleans
Wilmington
Hampton Roads
Baltimore
Chambersburg
Current and Planned Double Stack Routes
National Gateway Project

5. Virginia Avenue Tunnel
A single track, low clearance tunnel in Southeast DC
3800 feet long / 112+ years old
A major bottleneck to east coast rail operations

6. CSX Virginia Avenue Tunnel History
History of Virginia Avenue Tunnel
Original sections built between of rubble stone masonry (7th St. to 11th St., SE)
In 1902 an Act of Congress passed that required realignment of most rail traffic in Washington, DC
Between balance of tunnel built of brick, cubic stone and unreinforced concrete masonry (2nd St. to 8th St, SE)

7. CSX Virginia Avenue Tunnel History
History of Tunnel
Originally contained two tracks
Approximately 3,800 feet long
By 1930s – was single tracked due to increases railcar sizes, creating a bottleneck on network
Insufficient vertical clearance for double stack intermodal freight trains (18’ +/- vs. 21’ needed)
Ever increasing maintenance costs as tunnel neared end of its useful life – 350’ section collapsed in 1985

8. CSX Virginia Avenue Tunnel History
1904 Tunnel Construction

9. CSX Virginia Avenue Tunnel History
1904 Tunnel Construction

10. Concerns Driving Need for Replacement
Need to improve overall rail fluidity and efficiencies over the network to better serve CSX’s customers
CSX was seeing ever increasing need for:
More Frequent Structural Inspections
Periodic Track Reconstruction
Cleaning of Drainage Structures in Tunnel
Replacement of Sump Pump Systems

11. Key Challenges that drove decision to use PDB
Project location in a dense urban environment
Close proximity to residences, government offices, businesses and Interstate highway
Age, condition and material of existing tunnel
Complexity of existing public utilities
Need to use construction methodologies that assured ability to maintain active rail traffic

12. Why Use PDB?
PDB was selected to leverage the strength of early contractor involvement to optimize the efficiency of the NEPA process and speed of project delivery
CSX needed to obtain a Final NEPA determination without schedule risk or need to submit an EIS supplement to align with different methodologies
Required Constructability From Beginning

13. PDB Procurement Process
CSX Issued RFQ’s to five pre-selected general contractors using a pure QBS selection process
Goals:
To find the Contractor led Design-Build Partner that could best work with CSX and their NEPA consultant team to work through the NEPA determination process
To select an constructible build alternate to provide double stack, double track clearance through the VAT Project alignment that would not require a supplemental EIS evaluation

14. PDB Evaluation Process
Teams were evaluated on the following criteria:
Safety
Team Members
Experience with Project Type
Local Presence and Experience working in DC
Knowledge of Local Permitting Processes
Capabilities and depth of Available resources
Tunnel construction experience
Work on/around Class 1 rail corridors
MOT in urban environments
Each team had a one hour call with CSX procurement team where project goals were explained to the proposers prior to submission of RFQ responses

15. PDB Selection Process
Qualification Proposals were evaluated by a cross disciplinary group at CSX including:
Construction, Engineering, Environmental, Legal, Operations and Procurement
Following ranking of Proposals each team was required to make an Oral Presentation to the Evaluation Committee followed by Q&A
Final award was made following Oral Presentations
Selected Design-Build Team was working with NEPA team within two weeks of award

16. Selection Timeline Recap
June 28, Calls to Contractors
July 22, RFQ’s Distributed
August 23, Qualifications Received
August 31, Oral Interviews
September 8, Selection Made
September 14, st Public Scoping Session
October 3, Step 1 Negotiations Complete

17. Invited Contractor 1st Steps
Upon receipt of first contact by CSX the contractor had to work rapidly to select a lead design partner and assemble a core team of highly qualified individuals who would lead the team in development of RFQ response and oral presentation
Chuck hands off to Phil

18. Defining Win Themes
Quickly identified several key themes necessary to be successful proposer
Knowledge of construction in the Project market
Past track record of successfully obtaining NEPA approvals
Local presence with appreciation of working closely with district agencies and the community (our backyard)
Strong understanding of Design-Build Best Practices and Progressive Design Build delivery method
Highly collaborative project leaders truly committed to a single Team approach
Ability to self perform critical aspects of the work as part of risk management approach
Phil

19. Working Together
Upon selection, CSX Team quickly developed a 2 Step approach to the contract
Step 1 - Professional Services style contract that required Design- Builder to provide technical support to CSX and their EIS Prep Team
Step 2 - GMP Design-Build contract to construct the preferred alternative from the Record of Decision

20. Step 1 Scope of Work Alternative concept development
Preliminary scheduling and budgeting
Geotechnical and environmental field sampling
Extensive existing condition surveys
Preparation of numerous technical studies and reports such as traffic analysis, SOE schemes, environmental impact mitigation measures, etc.
Providing subject matter expertise support at public hearings and meetings with FHWA & DDOT

21. VAT NEPA Timeline Extensive community engagement began in mid-2000s
Over 200 meetings with the public, government agencies, elected officials
Federal NEPA process began in Summer 2011
“Federal action” triggered by use of federal air-rights, I-695 ramp impacts
Lead federal agency – FHWA
Lead local agency – District-of-Columbia DOT
Started as an EA in Fall 2011, was changed to EIS in Summer 2012
11 initial concepts with 4 retained in the EIS (including “no-build”)
Draft EIS – Published July 2013
Final EIS with Preferred Alternative – Published June 2014
Record-of-Decision (ROD) – Published November 2014
Construction NTP Issued in May 2015
153 NEPA mitigation commitments in total

22. Step 2 GMP Negotiations
During preparation of Final EIS document CSX and Design-Builder successfully negotiated the Step 2 GMP contract
This assured the team would be able to start final design immediately should a build alternative be selected
This approach was necessary to help in expediting delivery of the project, while efficiently addressing NEPA commitments and local construction permitting processes

23. Step 2 GMP Negotiations
Step 2 GMP contract utilized DBIA’s Standard Documents
530 Standard form of Agreement
535 Standard form of General Conditions
Key features
Shared savings clause
Portion of DB fee is earned via incentive payments awarded based on a quarterly evaluation of Design-Builder’s performance on key metrics

24. Execution of New CSX Virginia Avenue Tunnel
Selected Alternative was one of three “on-line” concepts that called for construction of a new tunnel adjacent to the existing one
Tunnel reconstruction is followed by complete reconstruction of the surface roadways including significant betterments required as part of the mitigation commitments

25. Sequence of Construction

26. Sequence of Construction
To Richmond / East coast Ports
To Pittsburgh / Chicago / Baltimore
2nd New Tunnel
I-695 Columns
I-695 Piers and Straddle-Bents
Original 1870 / 1904 Tunnel
1st New Tunnel

27. CSX Virginia Avenue Tunnel
Evaluated 11 preliminary concepts
In-depth analysis of 3 build alternatives for EIS leading to selection of a preferred build alternative
Able to start construction within 6 months of Record of Decision

28. Coordination with agencies and outside parties
DDOT
DCRA
DCSHPO
DGS
DPR
DOEE
DSLBD
ANC’s
NAVFAC / Marines
NCPC
Garfield park
Southeast BID
Barracks row
UFA
Nationals ballpark
Architect of the capitol
DC Water
Washington Gas
Pepco
Verizon
Comcast
DC Street light and signal
Zayo
Adjacent construction projects
Adjacent property owners

29. Key Features of New Tunnel
21’-3” Vertical clearance & 9’ horizontal clearance
Structure designed for AASHTO HS-25
Drilled piles for SOE and secant pile walls
Intermediate access points from surface with cross passages in tunnel
Improved drainage systems, full waterproof wrap
Safety inspection walkway/power &comm. duct bank
LED lighting/ventilation fans/backup generators
PTC communication compatible
Extensive security measures

30. Project Features and Challenges
Tiber Creek Sewer – spandrel arch bridge
6th Street siphon
Utility relocation and support in place
Marine chiller underpinning
Six cross street bridges & multiple MOT changes
Phase 1 Tunnel demolition under live traffic
Remnants of abandoned 1872 tunnel
Working in a very dense urban environment
Working in the public space - DDOT

31. Phase 1 Tunnel Demolition

32. Work Adjacent to Active Tracks

33. “Four-level” Crossing at Tiber Creek
(I-695 above 2nd Street)
14’ 6”

34. Phase 1 Trench Through Neighborhood

35. Concrete Wall Form Traveler

36. Phase 2 Demolition

37. Phase 2 Demolition

38. Schedule Overview
As of March, 2017
Phase 1 Milestone of first tunnel running double stacks cars was
reached 1 month early on December 23, 2016

39. Keys to Success to date
Commitment to Safety
Strong collaboration
Ongoing value engineering
Don’t let issues linger, elevate timely
Prompt owner decision making
Co-location (contractor/designer/owner)
Work as a single team focused on delivering BEST VALUE which we have defined as follows:
The proper balance of cost, schedule, risk and certainty of outcome for all parties

40. CSX National Gateway Initiative Phase 2
CSX modified previous Two Step Progressive Design-Build contract format to have a master contract for 11 initial clearance projects with each project being performed under a task order that spelled out the specific contract conditions for delivery
Ultimately used to clear 17 sites to date
Work varied from minor modifications to complete reconstructions
The task order contract format allowed CSX to add new tasks (projects) rapidly without needing to go through individual contract negotiations

41. CSX National Gateway Initiative Phase 2
Contractor led Design-Build team working with two different lead designers progressed each project through initial design development and permitting under the Step 1 Professional Service style Agreement portion of the contract
At a mutually agreed point between CSX and Design-Builder a Step 2 task order was executed to deliver final design and construction services

42. CSX National Gateway Initiative Phase 2
Each task order had provisions for the final method of delivery and contract format:
Lump Sum Design-Build
GMP Design-Build
Construction Manager at Risk
Method selected generally varied on the risk sharing approach and the amount of self perform work being done by the Design-Builder

43. CSX National Gateway Initiative Phase 2
17 locations cleared in VA, WV, MD and DC
3 abandoned bridge removals
3 remove/replace overhead highway bridges
6 track lowering's beneath bridges
2 bridge raises (1 highway/1 railroad)
1 mountain tunnel crown raise
2 mountain tunnel invert lowering's
All Projects were completed on schedule or early
All Projects were completed within the agreed budgets

44. Progressive Design-Build Benefits
Flexibility to deliver projects ranging in size from less than $150,000 to over $250,000,000
Leverages the strength of early contractor involvement to optimize the efficiency of the NEPA process
Appropriately balances project risks and speed of project delivery

45. Progressive Design-Build Benefits
Success of PDB requires highly collaborative Project Teams which are committed to shared risks and rewards
Success of PDB requires open and clear lines of communication at all Project Levels
Success of PDB requires regular evaluation and feedback of Team performance both ways

46. Baltimore Clearance Improvement Program
Achieve Double Stack Vertical Clearance through Baltimore City
Howard Street Tunnel
8,703 Ft. Long
Build Primarily in
Ten (10) Other Obstructions between HST and Seagirt Terminal
Three (3) Bridge Modifications
Seven (7) Track Lowering Sites
Seeking Public Funding for Construction Start

47. Baltimore Clearance Improvement Program
Howard Street Tunnel
Bridge Modifications
North Ave.
Guilford Rd.
Harford Rd.
Track Lowering Sites
Mt. Royal Station
MTA Bridge
Sisson St.
Huntington Ave.
Charles St.
St. Paul/Calvert St.
Barclay St.

48. First Double Stack Train through New Tunnel December 23, 2016
QUESTIONS
First Double Stack Train through New Tunnel December 23, 2016