Port Washington Road Relief Sewer Vol I

PORT WASHINGTON ROAD RELIEF SEWER
PRELIMINARY ENGINEERING REPORT
Volume 1
Prepared for:
Milwaukee Metropolitan
Sewerage District
MMSD Project: CO5013E01
Prepared by:
in association with
September 2006
PORT WASHINGTON ROAD RELIEF SEWER
PRELIMINARY ENGINEERING REPORT
Volume 1
Prepared for:
Milwaukee Metropolitan Sewerage District

MMSD Contract No. CO5013E01
Prepared by:
Brown and Caldwell

in association with
HNTB Corporation
September 2006
TABLE OF CONTENTS
VOLUME 1
EXECUTIVE SUMMARY ................................................................................ IV
INTRODUCTION ............................................................................................................... IV
HYDRAULIC EVALUATION .............................................................................................. IV
ALTERNATIVES EVALUATION ......................................................................................... IV
RECOMMENDED ALTERNATIVE ...................................................................................... VII
OPERATING STRATEGY ................................................................................................. VIII
CHAPTER 1 INTRODUCTION .................................................................................. 1-1
CHAPTER 2 BASIS OF DESIGN ............................................................................... 2-1
EXISTING BYPASS LOCATIONS ...................................................................................... 2-1
MIS CONFIGURATION ................................................................................................... 2-1
HYDRAULIC EVALUATION ............................................................................................ 2-4
Temporary Monitoring Program ............................................................................. 2-4
Model Calibration.................................................................................................... 2-5
Model Results........................................................................................................... 2-5
ALTERNATIVES DEVELOPMENT .................................................................................... 2-6
Alternative 1 - Milwaukee River Alignment............................................................. 2-6
Alternative 2 - 27th Street Alignment....................................................................... 2-8
CHAPTER 3 GEOTECHNICAL INVESTIGATION ............................................... 3-1
EXISTING INFORMATION ............................................................................................... 3-1
Bedrock .................................................................................................................... 3-1
Overburden Soils ..................................................................................................... 3-1
Shallow Tunnel Options........................................................................................... 3-1
Mid-Level and Deep Options ................................................................................... 3-2
GEOTECHNICAL EXPLORATION PROGRAM .................................................................... 3-2
Rock Conditions ....................................................................................................... 3-5
Indications of Faults ................................................................................................ 3-8
Groundwater Conditions ......................................................................................... 3-9
CONCLUSIONS AND RECOMMENDATIONS...................................................................... 3-9
CHAPTER 4 ALTERNATIVES ANALYSIS ............................................................. 4-1
ALTERNATIVE 1 - MILWAUKEE RIVER ALIGNMENT ...................................................... 4-1
Description............................................................................................................... 4-1
Impact Assessment ................................................................................................... 4-2
ALTERNATIVE 2 - 27TH STREET ALIGNMENT ................................................................ 4-3
Description............................................................................................................... 4-3
Impact Assessment ................................................................................................... 4-4
RECOMMENDATION ...................................................................................................... 4-7
CHAPTER 5 ALTERNATIVE REFINEMENT......................................................... 5-1
TUNNEL TERMINATION POINT ...................................................................................... 5-1
i
DROPSHAFTS................................................................................................................. 5-1
MAINTENANCE ............................................................................................................. 5-1
CHAPTER 6 RECOMMENDED ALTERNATIVE .................................................. 6-1
FACILITIES DESCRIPTION .............................................................................................. 6-1
OPERATIONAL STRATEGY ............................................................................................. 6-1
INSTRUMENTATION AND CONTROL ............................................................................... 6-4
Diversion Chamber DC0409 ................................................................................... 6-4
Mill Road Diversion Chamber................................................................................. 6-4
Mill Road Approach Channel .................................................................................. 6-4
LAND REQUIREMENTS .................................................................................................. 6-4
UTILITY IMPACTS.......................................................................................................... 6-8
COST ESTIMATE ............................................................................................................ 6-8
Appendix A PROJECT DELIVERY ANALYSIS

Appendix B CONSTRUCTABILITY ANALYSIS
Appendix C GEOTECHNICAL EXPLORATION PROGRAM
Appendix D PRELIMINARY DESIGN MEMORANDUM
Appendix E PRELIMINARY PLANS
FIGURES
ES-1 PORT WASHINGTON ROAD RELIEF SEWER: PROJECT AREA....................v

ES-2 PORT WASHINGTON ROAD RELIEF SEWER: ALIGNMENTS .................... vi
1 PORT WASHINGTON ROAD RELIEF SEWER: PROJECT AREA................ 2-2
2 SCHEMATIC OF MIS IN PORT WASHINGTON ROAD RELIEF
SEWER PROJECT AREA ................................................................................... 2-3
3 MILWAUKEE RIVER ALIGNMENT ................................................................ 2-7
4 27TH STREET ALIGNMENT............................................................................... 2-9
5 MILWAUKEE RIVER ALIGNMENT: BORING LOCATIONS ....................... 3-3
6 27TH STREET ALIGNMENT: BORING LOCATIONS ..................................... 3-4
7 MILWAUKEE RIVER ALIGNMENT GEOLOGIC PROFILE ......................... 3-6
8 27TH STREET ALIGNMENT GEOLOGIC PROFILE........................................ 3-7
9 RECOMMENDED ALTERNATIVE .................................................................. 6-2
10 SCHEMATIC OF MIS WITH RECOMMENDED ALTERNATIVE................. 6-3
ii
TABLES
ES-1 SUMMARY OF ESTIMATED COSTS ............................................................ viii
1 PROPERTIES RECOMMENDED FOR ACQUISITION ................................. 6-5
2 PERMANENT EASMENT PARCELS.............................................................. 6-6
3 SUMMARY OF ESTIMATED COSTS............................................................. 6-9
VOLUME 2
Appendix F PHASE I ARCHAEOLOGICAL/ARCHITECTURAL
RECONNAISSANCE STUDY
Appendix G PHASE I ENVIRONMENTAL SITE ASSESSMENT
VOLUME 3
Appendix H PRELIMINARY GEOTECHNICAL DATA REPORT
iii
EXECUTIVE SUMMARY
Introduction
The Port Washington Road Relief Sewer project is being implemented by the Milwaukee
Metropolitan Sewerage District (MMSD) to reduce sanitary sewer overflows (SSOs)
from the MMSD Metropolitan Interceptor Sewer (MIS) System. The initial focus of the
project was to reduce SSOs in the project area shown in Figure ES-1. Hydraulic analyses
were performed to identify the conditions under which SSOs occur and to develop
alternatives for reducing overflows. As the project evolved, the focus was broadened to
configure it as an extension of the Inline Storage System (ISS) to provide additional
systemwide storage that can be utilized for either systemwide relief or relief specific to
the Port Washington Road project area. A total of 27 MG of additional ISS storage is to
be provided.
Hydraulic Evaluation
SSOs in the Port Washington Road project area have been observed at the locations
shown in Figure ES-1. A review of the historical data revealed that, in general, overflows
at most of these locations occurred when the ISS was filled to capacity and not available
to relieve the MIS. Exceptions to this are the overflows at BS0506 on North Range Line
Road and BS0514 on North 27th Street at West Silver Spring Drive (27th and Silver
Spring). Furthermore, BS0504 on North Lydell Avenue at West Hampton Avenue
(Lydell and Hampton), BS0512 on North Lydell Avenue at West Lancaster Avenue
(Lydell and Lancaster), and BS0513 on North Lydell Avenue at West Montclaire Avenue
(Lydell and Montclaire) have not activated since system modifications were made that
allow the MIS in North Lydell Avenue to be relieved at Bypass Structures BS0515 and
BS0516. However, BS0513 could still activate under extreme hydrologic conditions or if
diversion chamber gates do not operate in accordance with established standard operating
procedures. BS0504 and BS0512 could also be activated, but only if the overflow gates
in the structures are manually operated to allow an overflow to occur.
Hydraulic analyses were performed to evaluate the existing system and identify
alternatives to reduce the frequency and volume of SSOs within the project area. The
analyses used the calibrated sewer flow and hydraulic models being utilized for the 2020
Facilities Planning project.
The hydraulic evaluation demonstrated that the relief needs in the Port Washington Road
area are not the result of conveyance limitations; rather, they are caused by limitations in
the ability of the ISS to provide the required storage volume for the design conditions.
Therefore, the relief evaluation focused on alternatives to control overflows that occur
after the ISS has filled. It was concluded that expanding the ISS to provide additional
storage volume can provide this relief.
Alternatives Evaluation
Two alternatives were developed to add 27 MG of storage volume to the ISS. Both
alternatives include concrete-lined deep rock tunnels that would connect to the existing
ISS along West Hampton Avenue. The alignments for the alternatives are shown in
Figure ES-2.
iv
Rose St W
43rd St N
Be rg
Regent Rd
e n Dr
N Point Dr
Port Washington Road Relief Sewer
Gre en Bay Ct
Range Line Rd
r Ln
Fox Croft Ln
Terry Ave W
Ind ian Cre ek Ct
Greenvale Rd
Project Area
Ma n
River R
Donna Dr W
51st St N
Dean Rd W Dean Rd Dean Rd

Sanitary Sewer Overflow Location
dN
N
BS0506 Regent Ct
48th St N
50th St N
Pheasant Ln
Nokomis Ct
Dropshaft Kirchhoff Ave W
Whitney Rd
10 - INCH
Poplar Dr
Ct
53rd St N
ee
WPump Station
37th St N
ok
Ch urchill Ln er
Ce da rbu rg
Tow er Ave W Ch
Wil low Rd W Diversion Chamber Fox Ln
Ln
Tower Ave W Rd
MIS Wil lo w
an
Navajo Rd
li c
38th St N
Regent Ct
Pe
45th St N
Ln W
Rd N
Goodrich Ln W
Goo drich
Collector
Bradley Rd W Bradley Rd
ISS Gr Bradley Rd Bradley Rd
e Black
Luebbe Ln W D en Luebbe Rd W H aw k
47th St N
Park Ba Rd
Santa Monica Blvd

Woodale Ave W y
Link Pl N
53rd St N
Links Cir
R tS
d
nt C
45th St N
ge
Sherman Blvd N / Service Dr
Cul-De- Sac Re
River Rd N
Be r
Parkland Ave W
Du
44th St N
Fa
w
nw
Chadwick Rd N
i rc
W
yn A
Du nw oo d Rd oo
Van Dyke Rd
h il
50th St N
49th St N
d
72 - INCH
Fountain Ave W R
ve N
Boyd Way
Links Way
Rd
d
51st St N
0 1,000 2,000 Ln W 4,000

Figure ES-1
Kenboern Dr W
39
Spring
Bell Rd
Delta P
Seneca Rd
Feet
Rd W Calumet Rd
-
Calumet
Ca
Wood bury Ln W
40th St N
IN
lu
Navajo Rd
me
lN
Applewo od Ln W
C
Ma rg ar
42nd St N
t
53rd St N
Chadwick Rd N
Ct
51st St N
e tta Ct W
N
52nd St N
Green wood Rd W
Rd
S.
Hemlock St W He mlo ck Rd
a wk
W
S.
Skyline Ln
Range Line Rd N
Be th
Rd
Crossway Rd
Daisy Ln W
Mo h
Tupelo St W
Lo ngacre
ma u
Daisy Ln
dN
Clinton Av Clinton Ave W
Pheasant Ln
e
Navajo Ave N
W The Mall
Pierron Ave N
oo d R
r
Dr N
Lake Dr
Ln N
Lo mb
51st St N
38th St N
Re dw
d
Waysid e
R
PP Ya te s
a
rd y R
44th St N
Sugar Ln W
d
PS0502
Ki
42nd St N
32n
Fairchild Cir
le
40th St N
yA
45th St N
70509
41st St N
Helena St W
Ln
Crestwood Blvd N
39 - INCH S.S.
ve
Ave W Beech Tree Rd N

Ro chell e
t
W
on
Bethmaur Ln N
37th St N
Braeburn Ln N
lm
Valanna Ct W
72 - INCH
Edward Ln W
Be
Da Vera Ave W Edward Ln W
Ironwood Ln N
Su
rie
DC0406
ss
Vera Ave W
Reynard Rd
n
46th St N
St
53rd St N 53rd St N
ex
Sidn
45th St N
Cheyenne St W
BS0404
tt L n
Yates Rd
N
St
44th St N
42nd St N
ey
e
Green Tree Rd W
Ba rn
Pl N
39 - INCH S.S.
38th Ct N
Daphne Rd W
43
N
Apple Tree Rd W
Dr
Green Bay Ave N Daphne Rd W

ah l
Mo un
Sidn
Acacia Rd W t Ro ya Daphne Rd
Elm St W
Atw
l Rd W
Ri
Apple Tree Rd W
ey
Apple Tree Rd
r
ve
Ci
Atw ah
Kiehnau Ave W
Pl N
r
Kiehnau Ave W
r
Rd
Acacia Rd W
so
Bran twoo d Ave W Acacia Rd

in d
Alberta Ct N
Clo vernoo k Ln
52nd St N
N
51st St N
DC0409
Hyacinth Ln N
W
Dr N
Milwa
42nd St N
49
Bittersweet Ln W
Elm Tree Rd N
th
72 - INCH
Port Wash ington Rd N

Ct
uke e
School Rd
N
Mill Rd W
46th St N
42 - IN CH
Rive r
Woolwo rth Ave W
Lake Dr
(Pa
Glen River Rd W
Berkeley Blvd N
rk R d
Ho pki ns St N
Ba k
Bender Rd W
Apple Blossom Ln N
Shoreland Ave N
Sherman Blvd N
Bridgewood Ln N
39
e
Teuto nia Av
) P kw
Ca md en Rd
Park Rd N
r Rd
W Lake Ter E
Flint Rd N
Kaul Ave W
-
y
N
IN C
Al b
Si d
e
n
rta
e
Sunny Point Rd N
ey
HS
Montclair Ave E
N
Berke ley Blvd N

Florist Ave W
Ln
Florist Ave W
Pl
N
N
Wren Ave W M
.S.
37th St N
36th St N
ar
ne
72 - INCH
42nd St N
Bobolink Ave W Belle Ave E

Av
Witte
Shore Dr N
e BS0513
39th St N
41st St N
Oriole Dr W W Civic Dr
34th St N
Lydell Ave N
Ln N
Day Ave E
Am e
Carmen Ave W
Ar gy
33rd St N
Sh ore Dr
Port Washing ton Rd
s
Newton Pl W
le
A ve
Ln N
Lakeview Ave E
A ve
Lasalle Ave W
40th St N
De
N
26th St N
BS0514
W
Kendall Ave W
N
Su n se
xte
Reichert Pl W
rA
Silver Spring Dr W Silver Spring Dr W

Mohawk Ave N
Silver Spring Dr W E
ve
38th St N
G
11th St N
N
Ho p
52nd St N
Iroquois Ave N
Ma r
Shoreland Ave N
12th St N
kins
Shasta Pl N
Sheridan Ave W
Ne Lo n
27th St N
25th St N
lb
il P g
19th St N
Hollywood Ave N
o ro
St
tN
Diversey Blvd N
l W Isla
53rd St N
31st St N
Navajo Ave N
N
ug h
S
er Ln N
35th St N
24 th
Kent Ave N
Dr N
Custer Ave W
33rd St N
Lawn Ave W
n
46th St N
Lawn Ave W
dD
13th St N
Ironwoo d
Iroquois Ave N
at
50th St N
Rohr Ave W Rohr Ave W Rohr Ave W

rN
48th St N
Ed g ew
29th St N
28th St N
45th St N
44th St N
Villa rd
A ve W 72 - INCH
BS0512
Ln
49th St N
84
Eggert Pl W Eggert Pl W /9
BS0505 6
Ho p
DC0508
20th St N
21st St N
51st Blvd N
-I
19th St N
19th Pl N
kins
NC DC0507
Woodruff Ave N
47th St N
41 s
50th St N
28th St N
St N
38th St N
H
t St
Fairmoun t Ave W Fairmount Ave W

PS0501
N
20th St N
Iroquois Ave N
27th St N
Cameron Ave W Chateau Pl E

Stark St W Stark St W
NS-1 DC0509/BS0504
42nd St N
54th St N
Linwal Ln W
DC0504
39th St N
25th St N
DC0505 NS-2
40th St N
24th Pl N 24th Pl N
Hampton Ave W
23rd St N
22nd St N
Elkhart Ave N
18th St N
52nd St N
Derby Pl W
Pl W
32nd St N
Pa r
Ro ck
DC0405
31st St N
53rd St N
Courtland Ave W Pu r
kw
d ue
30th St N
28th St N
St Eula Ct W
BS0516
a
Peck Pl W W
yA
35th St N
44th St N
27th St N
Glendale Ave W
50th St N
38th St N
ve
49th St N
24th St N
23rd St N
At
N
DC0503
ki
36th St N
ns
22nd St N
on
47th St N
21st St N
Av
BS0515
20th St N
Ruby Ave W e
26 th S t
W
43
Cornell St W
53rd St N
54th St N
Beethoven Pl W
50th St N
Congress St W Estabrook Blvd

NS-3
26th St N
Congress St W
14th St N
49th St N
Congre ss St W
Rose St W
43rd St N
Be rg
Regent Rd
e n Dr
N Point Dr
Gre en Bay Ct
Range Line Rd
r Ln
Fox Croft Ln
Terry Ave W
Ind ian Cre ek Ct
Greenvale Rd
Alignments for Relief Alternatives
Ma n
River R
Donna Dr W
51st St N

dN
N
BS0506
50th St N
Regent Ct
48th St N
49th St N
Pheasant Ln
Nokomis Ct
Whitney Rd
10 - INCH
Poplar Dr
Ct
53rd St N
WPump Station
ee
37th St N
ok
Ch urchill Ln er
Ce da rbu rg
Tow er Ave W Ch
Ln
Tower Ave W Rd
Milwaukee River Alignment Wil lo w
an
Navajo Rd
li c
38th St N
Regent Ct
Pe
45th St N
Goo drich Ln W
Rd N
Goodrich Ln W 27th Street Alignment
Bradley Rd W Bradley Rd Bradley Rd Bradley Rd
MIS Gr
e Black
Collector
47th St N
Ba Rd
Santa Monica Blvd

Woodale Ave W y
Link Pl N
53rd St N
Links Cir
R tS
ISS d
nt C
45th St N
ge
Cul-De- Sac Re
Park
River Rd N
Be r
Parkland Ave W
Du
44th St N
Fa
w
nw
Chadwick Rd N
i rc
W
yn A
Du nw oo d Rd oo
Van Dyke Rd
h il
50th St N
49th St N
d
72 - INCH
Fountain Ave W R
ve N
Boyd Way
Links Way
Rd
d
51st St N
0 1,000 2,000 Ln W 4,000 Kenboern Dr W
Figure ES-2
39
Spring
Bell Rd
Delta P
Seneca Rd
Feet
Rd W Calumet Rd
-
Calumet
Ca
Wood bury Ln W
40th St N
IN
lu
Navajo Rd
me
lN
Applewo od Ln W
C
Ma rg ar
42nd St N
t
53rd St N
Chadwick Rd N
Ct
51st St N
e tta Ct W
N
52nd St N
Green wood Rd W
Rd
S.
a wk
W
S.
Skyline Ln
Range Line Rd N
Be th
Rd
Crossway Rd
Daisy Ln W
Mo h
Tupelo St W
Lo ngacre
ma u
Daisy Ln
dN
Pheasant Ln
e
Navajo Ave N
W The Mall
Pierron Ave N
oo d R
r
Dr N
Lake Dr
Ln N
Lo mb
51st St N
38th St N
Re dw
d
Waysid e
R
PP Ya te s
a
rd y R
44th St N
Sugar Ln W
d
PS0502
Ki
42nd St N
32n
Fairchild Cir
le
40th St N
yA
45th St N
70509
41st St N
Helena St W
Ln
Crestwood Blvd N
39 - INCH S.S.
ve

Ro chell e
t
W
on
Bethmaur Ln N
37th St N
Braeburn Ln N
lm
Valanna Ct W
72 - INCH
Edward Ln W
Be
Ironwood Ln N
Su
rie
DC0406
ss
Vera Ave W
Reynard Rd
n
46th St N
St
53rd St N 53rd St N
ex
Sidn
45th St N
Cheyenne St W
BS0404
tt L n
Yates Rd
N
St
44th St N
42nd St N
ey
e
Green Tree Rd W
Ba rn
Pl N
39 - INCH S.S.
38th Ct N
Daphne Rd W
43
N
Apple Tree Rd W
Dr

ah l
Mo un
Sidn
Elm St W
Atw
l Rd W
Ri
Apple Tree Rd W
ey
Apple Tree Rd
r
ve
Ci
Atw ah
Kiehnau Ave W
Pl N
r
Kiehnau Ave W
r
Rd
Acacia Rd W
so

in d
Alberta Ct N
Clo vernoo k Ln
52nd St N
N
51st St N
DC0409
Hyacinth Ln N
W
Dr N
42nd St N
49
Bittersweet Ln W
Elm Tree Rd N
th
72 - INCH

Ct
School Rd
N
Mill Rd W
46th St N
42 - IN CH
Woolwo rth Ave W
Lake Dr
Milwaukee River Alignment
Sherman Blvd N
Glen River Rd W
Berkeley Blvd N
Ho pki ns St N
Apple Blossom Ln N
Shoreland Ave N
Teuto nia Av
39
Park Rd N
Lake Ter E
Kaul Ave W
-
Flint Rd N
IN C
Al b
e
rtae
N
Sunny Point Rd N
HS
Si d
27th Street Alignment

Montclair Ave E
Berke ley Blvd N

Florist Ave W
Ln
n
N
ey
M
.S.
ar
Pl N
ne Belle Ave E
72 - INCH
Bobolink Ave W
42nd St N
Av
Witte
Shore Dr N
e BS0513
37th St N
W
36th St N
Oriole Dr W Civic Dr Lydell Ave N

39th St N
41st St N
34th St N
Ln N
Day Ave E
Am e
Carmen Ave W
Ar gy
33rd St N
Sh ore Dr
Port Washing ton Rd
s
le
A ve
Ln N
Lakeview Ave E
A ve
Lasalle Ave W
De
N
40th St N
BS0514
26th St N
Kendall Ave W
N
Su n se
xte
Reichert Pl W
rA
Silver Spring Dr W
Mohawk Ave N
ve
13th St N
38th St N
G
11th St N
N
Ho p
52nd St N
20
Iroquois Ave N
Ma r
Shoreland Ave N
t
12th St N
kins
Shasta Pl N
h S l W sla n
Sheridan Ave W
Ne Lo n
27th St N
25th St N
lb
il P g
tN
Hollywood Ave N
o ro
St
tN
Diversey Blvd N
53rd St N
31st St N
Navajo Ave N
N
ug h
S
er Ln N
35th St N
24 th
Kent Ave N
I
Dr N
Custer Ave W
33rd St N
Lawn Ave W
46th St N
Lawn Ave W
dD
13th St N
Ironwoo d
Iroquois Ave N
at

rN
Ed g ew
Rohr Ave W
29th St N
28th St N
45th St N
44th St N
Villa rd
A ve W 72 - INCH BS0512
84
Ln
/9
6
49th St N
Eggert Pl W Eggert Pl W
BS0505
Ho p
DC0508 -I
20th St N
21st St N
51st Blvd N
19th St N
19th Pl N
NC
kins
DC0507
Woodruff Ave N
31st St N
47th St N
41 s
50th St N
H
St N
38th St N
t St

N
PS0501
20th St N

Navaj o Ave N
NS-1 DC0509/BS0504
42nd St N
54th St N
Linwal Ln W
DC0504
39th St N
25th St N
DC0505 NS-2
40th St N
24th Pl N 24th Pl N
Hampton Ave W
23rd St N
22nd St N
Elkhart Ave N
18th St N
52nd St N
Derby Pl W
Pl W
32nd St N
Pa r
Ro ck
DC0405
31st St N
53rd St N
kw
d ue
30th St N
28th St N
St Eula Ct W
BS0516
a
Peck Pl W W
yA
35th St N
44th St N
27th St N
Glendale Ave W
50th St N
38th St N
ve
49th St N
24th St N
23rd St N
At
26 th S
DC0503
ki
36th St N
ns
22nd St N
on
47th St N
21st St N
Av
BS0515
t N 26 th
Ruby Ave W e
W
43
Cornell St W
53rd St N
54th St N
Beethoven Pl W
50th St N
20th St N

NS-3
26th St N
Congress St W
14th St N
49th St N
Congre ss St W
tN S
The first alternative is an 18-foot finished diameter tunnel that would extend from the ISS
at West Hampton Avenue in Lincoln Park north along North Sunny Point Road to West
Green Tree Road near Pump Station PS0502. The second alternative is a 21-foot finished
diameter tunnel that would connect to the ISS at West Hampton Avenue near North 31st
Street and extend north along North 27th Street to the intersection of West Mill Road and
North Sidney Place.
Both alternatives were evaluated with respect to archaeological and environmental
impacts, utility coordination and real estate requirements, potential impacts to the public,
and geotechnical conditions.
The 27th Street Alignment was selected as the preferred alternative primarily because of
more favorable geotechnical conditions. There is considerably greater risk associated
with construction of the Milwaukee River Alignment because of its proximity to the
Milwaukee River and the potential for large water inflows during tunnel excavation that
would be difficult to control. In addition, the construction workshaft location is more
favorable for the 27th Street Alignment because it will not require disturbance of Lincoln
Park, as is required for the Milwaukee River Alignment.
Recommended Alternative
The main component of the recommended alternative is a 21-foot finished diameter
tunnel that would be constructed as an extension to the ISS and that would connect to the
existing North Shore Phase II tunnel near North 31st Street at West Hampton Avenue
(31st and Hampton). The tunnel would extend north along North 27th Street to West Mill
Road, a length of about 11,000 feet. Workshafts to be finished as permanent access
shafts would be required at West Hampton Avenue and West Mill Road. A carbon filter
odor control structure would be constructed at the top of the Mill Road shaft. A
dropshaft would be constructed at the upstream end of the tunnel near West Mill Road.
Diversion chamber DC0409 would need to be modified by adding an isolation gate on the
South Shore-bound side of the diversion chamber. This gate would close when the
separate sewer gates to the ISS close to prevent backflow to the NS-3 dropshaft from
locations downstream of DC0409.
Preliminary plans have been completed for the recommended alternative and are included
as an appendix to this Preliminary Engineering Report. Construction is expected to begin
in 2007 and be complete by the end of 2009. The estimated construction, capital, and
operation and maintenance costs for the recommended facilities are summarized in Table
ES-1. The construction cost is based on an anticipated bid date in the first quarter of
2007.
vii
Table ES-1. Summary of Estimated Costs
Parameter Cost
($ millions)
Construction Cost (1st Quarter 2007 Bid) $ 75.6
Technical Services $ 15.1
Land Acquisition/Easements $ 2.3
st
Initial Capital Cost (1 Quarter 2007) $ 93.0
Annual O&M Cost $ 0.02
Tunnel Volume (MG) 27
INITIAL CAPITAL UNIT COST ($/gal of storage) $ 3.40
(1st Quarter 2007)
Operating Strategy
The recommended tunnel will be an extension of the ISS. With this additional tunnel
volume, there are two operating strategies that can be employed.
The first strategy is to operate the ISS as is currently done, but with the recognition that
an additional 27 MG of storage is available. This will allow the system to capture more
sanitary sewer flow, if the ISS control algorithm is modified to increase the volume
reserved for separate sewage inflow (VRSSI) by 27 MG. While this will result in some
reduction in SSOs throughout the MMSD service area for those wet weather events that
exceed the current capacity of the ISS, the SSO reductions at individual bypass locations
will be small, based on modeling of this strategy previously completed for the MMSD.
The second operating strategy is to give preference to reducing overflows in the
service area that is currently tributary to the NS-3 dropshaft, with the objective of
providing more significant SSO reductions at the following locations:
• West Green Tree Road at the Milwaukee River (BS0404)
• BS0515/BS0516
• North 27th Street at West Villard Avenue (BS0505)
When a specified volume is reached in the ISS, all separate sewer gates except those that
deliver flow to the NS-3 dropshaft and the new Mill Road dropshaft would be closed.
The NS-3 gates (NS-3 junction chamber, DC0508, DC0507, and DC0409) and the gate to
the Mill Road dropshaft would remain open to allow continued relief of the MIS in the
Port Washington Road project area.
These alternative operating strategies will be evaluated further and a strategy selected
during final design of the project.
viii
Chapter 1
INTRODUCTION
The Port Washington Road Relief Sewer project is being implemented by the Milwaukee
Metropolitan Sewerage District (MMSD) to reduce sanitary sewer overflows (SSOs)
from the MMSD Metropolitan Interceptor Sewer (MIS) System. This project, along with
the Wisconsin Avenue Relief Sewer project, is included in the Stipulation Agreement
between the MMSD and the State of Wisconsin dated May 29, 2002. As outlined in the
Stipulation, these two projects add a total of 27 MG of storage to the MMSD conveyance
system. Engineering evaluations performed for these projects have shown that relief
needs in the Wisconsin Avenue area can best be addressed by a conveyance relief project,
whereas relief in the Port Washington Road area requires additional storage volume.
Therefore, the MMSD has decided to provide 27 MG of storage as part of the Port
Washington Road Relief Sewer project. This storage will be provided by building an
extension to the Inline Storage System (ISS).
This preliminary engineering report documents the investigations performed to evaluate
alternatives for providing the additional ISS storage and summarizes the final
recommendations. The recommended project is a 21-foot finished diameter tunnel that
will connect to the existing ISS near North 31st Street at West Hampton Avenue (31st and
Hampton) and extend north about two miles to West Mill Road at North Sidney Place
(Mill and Sidney).
1-1
Chapter 2
BASIS OF DESIGN
The initial focus of the Port Washington Road Relief Sewer project was to reduce SSOs
in the project area shown in Figure 1. Hydraulic analyses were performed to identify the
conditions under which SSOs occur and develop alternatives for reducing overflows. As
the project evolved, the focus was broadened to configure it as an extension of the ISS to
provide additional systemwide storage that can be utilized for either systemwide relief or
relief specific to the Port Washington Road project area.
Existing Bypass Locations
Historically, SSOs have been observed at the following locations, as shown in Figure 1:
• BS0404: Manholes near the Green Tree Road pump station (PS0502)
• BS0504: Bypass structure near the intersection of North Lydell Avenue at West
Hampton Avenue (Lydell and Hampton)
• BS0505: Bypass structure near the intersection of North 27th Street at West Villard
Avenue (27th and Villard)
• BS0506: Bypass structure at North Range Line Road and the Milwaukee River
• BS0512: Bypass structure near the intersection of North Lydell Avenue at West
Lancaster Avenue (Lydell and Lancaster)
• BS0513: Bypass stucture near the intersection of North Lydell Avenue at West
Montclaire Avenue (Lydell and Montclaire)
• BS0514: Bypass structure near the intersection of North 27th Street at West Silver
Spring Drive (27th and Silver Spring)
• BS0515 and BS0516: Bypass structures next to the Milwaukee River just upstream of
the NS-3 dropshaft
A review of the historical data revealed that, in general, overflows at most of these
locations occurred when the Inline Storage System (ISS) was filled to capacity and not
available to relieve the MIS. Exceptions to this are the overflows at BS0506 and
BS0514. Furthermore, BS0504, BS0512, and BS0513 have not activated since system
modifications were made that allow the MIS in North Lydell Avenue to be relieved by
Bypass Structures BS0515 and BS0516. However, BS0513 could still activate under
extreme hydrologic conditions or if diversion chamber gates do not operate in accordance
with established standard operating procedures. BS0504 and BS0512 could also be
activated, but only if the overflow gates in the structures are manually operated to allow
an overflow to occur.
MIS Configuration
The MIS in the Port Washington Road project area is shown in Figure 1. A schematic of
the system is shown in Figure 2. Flows enter the project area through three MIS
branches, a 39-inch special section MIS from the north, a 72-inch MIS from the
2-1
Rose St W
43rd St N
Be rg
Regent Rd
e n Dr
N Point Dr
Gre en Bay Ct
Range Line Rd
r Ln
Fox Croft Ln
Terry Ave W
Ind ian Cre ek Ct
Greenvale Rd
Project Area
Ma n
River R
Donna Dr W
51st St N

dN
N
BS0506 Regent Ct
48th St N
50th St N
Pheasant Ln
Nokomis Ct
Whitney Rd
10 - INCH
Poplar Dr
Ct
53rd St N
ee
WPump Station
37th St N
ok
Ch urchill Ln er
Ce da rbu rg
Tow er Ave W Ch
Ln
Tower Ave W Rd
MIS Wil lo w
an
Navajo Rd
li c
38th St N
Regent Ct
Pe
45th St N
Ln W
Rd N
Goodrich Ln W
Goo drich
Collector
Bradley Rd W Bradley Rd
ISS Gr Bradley Rd Bradley Rd
e Black
47th St N
Park Ba Rd
Santa Monica Blvd

Woodale Ave W y
Link Pl N
53rd St N
Links Cir
R tS
d
nt C
45th St N
ge
Cul-De- Sac Re
River Rd N
Be r
Parkland Ave W
Du
44th St N
Fa
w
nw
Chadwick Rd N
i rc
W
yn A
Du nw oo d Rd oo
Van Dyke Rd
h il
50th St N
49th St N
d
72 - INCH
Fountain Ave W R
ve N
Boyd Way
Links Way
Rd
d
51st St N
0 1,000 2,000 Ln W 4,000 Kenboern Dr W
Figure 1
39
Spring
Bell Rd
Delta P
Seneca Rd
Feet
Rd W Calumet Rd
-
Calumet
Ca
Wood bury Ln W
40th St N
IN
lu
Navajo Rd
me
lN
Applewo od Ln W
C
Ma rg ar
42nd St N
t
53rd St N
Chadwick Rd N
Ct
51st St N
e tta Ct W
N
52nd St N
Green wood Rd W
Rd
S.
a wk
W
S.
Skyline Ln
Range Line Rd N
Be th
Rd
Crossway Rd
Daisy Ln W
Mo h
Tupelo St W
Lo ngacre
ma u
Daisy Ln
dN
Pheasant Ln
e
Navajo Ave N
W The Mall
Pierron Ave N
oo d R
r
Dr N
Lake Dr
Ln N
Lo mb
51st St N
38th St N
Re dw
d
Waysid e
R
PP Ya te s
a
rd y R
44th St N
Sugar Ln W
d
PS0502
Ki
42nd St N
32n
Fairchild Cir
le
40th St N
yA
45th St N
70509
41st St N
Helena St W
Ln
Crestwood Blvd N
39 - INCH S.S.
ve

Ro chell e
t
W
on
Bethmaur Ln N
37th St N
Braeburn Ln N
lm
Valanna Ct W
72 - INCH
Edward Ln W
Be
Ironwood Ln N
Su
rie
DC0406
ss
Vera Ave W
Reynard Rd
n
46th St N
St
53rd St N 53rd St N
ex
Sidn
45th St N
Cheyenne St W
BS0404
tt L n
Yates Rd
N
St
44th St N
42nd St N
ey
e
Green Tree Rd W
Ba rn
Pl N
39 - INCH S.S.
38th Ct N
Daphne Rd W
43
N
Apple Tree Rd W
Dr

ah l
Mo un
Sidn
Elm St W
Atw
l Rd W
Ri
Apple Tree Rd W
ey
Apple Tree Rd
r
ve
Ci
Atw ah
Kiehnau Ave W
Pl N
r
Kiehnau Ave W
r
Rd
Acacia Rd W
so

in d
Alberta Ct N
Clo vernoo k Ln
52nd St N
N
51st St N
DC0409
Hyacinth Ln N
W
Dr N
Milwa
42nd St N
49
Bittersweet Ln W
Elm Tree Rd N
th
72 - INCH

Ct
uke e
School Rd
N
Mill Rd W
46th St N
42 - IN CH
Rive r
Woolwo rth Ave W
Lake Dr
(Pa
Glen River Rd W
Berkeley Blvd N
rk R d
Ho pki ns St N
Ba k
Bender Rd W
Apple Blossom Ln N
Shoreland Ave N
Sherman Blvd N
Bridgewood Ln N
39
e
Teuto nia Av
) P kw
Ca md en Rd
Park Rd N
r Rd
W Lake Ter E
Flint Rd N
Kaul Ave W
-
y
N
IN C
Al b
Si d
e
n
rta
e
Sunny Point Rd N
ey
HS
Montclair Ave E
N
Berke ley Blvd N

Florist Ave W
Ln
Florist Ave W
Pl
N
N
Wren Ave W M
.S.
37th St N
36th St N
ar
ne
72 - INCH
42nd St N
Bobolink Ave W Belle Ave E

Av
Witte
Shore Dr N
e BS0513
39th St N
41st St N
Oriole Dr W W Civic Dr
34th St N
Lydell Ave N
Ln N
Day Ave E
Am e
Carmen Ave W
Ar gy
33rd St N
Sh ore Dr
Port Washing ton Rd
s
Newton Pl W
le
A ve
Ln N
Lakeview Ave E
A ve
Lasalle Ave W
40th St N
De
N
26th St N
BS0514
W
Kendall Ave W
N
Su n se
xte
Reichert Pl W
rA

Mohawk Ave N
ve
38th St N
G
11th St N
N
Ho p
52nd St N
Iroquois Ave N
Ma r
Shoreland Ave N
12th St N
kins
Shasta Pl N
Sheridan Ave W
Ne Lo n
27th St N
25th St N
lb
il P g
19th St N
Hollywood Ave N
o ro
St
tN
Diversey Blvd N
l W Isla
53rd St N
31st St N
Navajo Ave N
N
ug h
S
er Ln N
35th St N
24 th
Kent Ave N
Dr N
Custer Ave W
33rd St N
Lawn Ave W
n
46th St N
Lawn Ave W
dD
13th St N
Ironwoo d
Iroquois Ave N
at
50th St N

rN
48th St N
Ed g ew
29th St N
28th St N
45th St N
44th St N
Villa rd
A ve W 72 - INCH
BS0512
Ln
49th St N
84
Eggert Pl W Eggert Pl W /9
BS0505 6
Ho p
DC0508
20th St N
21st St N
51st Blvd N
-I
19th St N
19th Pl N
kins
NC DC0507
Woodruff Ave N
47th St N
41 s
50th St N
28th St N
St N
38th St N
H
t St

PS0501
N
20th St N
Iroquois Ave N
27th St N

NS-1 DC0509/BS0504
42nd St N
54th St N
Linwal Ln W
DC0504
39th St N
25th St N
DC0505 NS-2
40th St N
24th Pl N 24th Pl N
Hampton Ave W
23rd St N
22nd St N
Elkhart Ave N
18th St N
52nd St N
Derby Pl W
Pl W
32nd St N
Pa r
Ro ck
DC0405
31st St N
53rd St N
kw
d ue
30th St N
28th St N
St Eula Ct W
BS0516
a
Peck Pl W W
yA
35th St N
44th St N
27th St N
Glendale Ave W
50th St N
38th St N
ve
49th St N
24th St N
23rd St N
At
N
DC0503
ki
36th St N
ns
22nd St N
on
47th St N
21st St N
Av
BS0515
20th St N
Ruby Ave W e
26 th S t
W
43
Cornell St W
53rd St N
54th St N
Beethoven Pl W
50th St N

NS-3
26th St N
Congress St W
14th St N
49th St N
Congre ss St W
northeast, and a 39-inch special section MIS from the northeast. During dry weather,
wastewater in the 39-inch MIS from the north flows through Diversion Chamber DC0508
to Pump Station PS0501 where it is pumped to the 42-inch MIS in North Lydell Avenue
and flows to the Jones Island Wastewater Treatment Plant (WWTP). When wastewater
flows rise during wet weather, wastewater is diverted out of the 39-inch special section
MIS at Diversion Structure 70509 to Pump Station PS0502 and discharged into the 72-
inch MIS that proceeds southwesterly from West Green Tree Road and the Milwaukee
River. Also, during wet weather, wastewater is diverted out of the 39-inch special
section MIS at DC0508 and into the 84/96-inch Collector sewer where it is conveyed to
the NS-3 dropshaft.
The operational strategy of the MIS in this area includes several other wet weather flow
diversions. At the beginning of a wet weather event, wastewater in the Jones Island-
bound 39-inch special section MIS in West Green Tree Road is diverted to the South
Shore-bound 72-inch MIS at DC0406. High flows in the South Shore-bound 72-inch
MIS along West Mill Road are diverted into the 72-inch MIS in North 27th Street at
DC0409 and then diverted into the Collector at DC0508. This flow is conveyed to the
NS-3 dropshaft and into the ISS. As flows rise in the 42-inch MIS in North Lydell
Avenue, gates in DC0509 are closed and gates in DC0507 are opened to divert
wastewater to the Collector at DC0507 and then to the NS-3 dropshaft.
During extreme events, the ISS can fill to its capacity. When this occurs, the gate in the
junction chamber at the NS-3 dropshaft is closed to prevent further flow into the ISS.
The gates to the ISS at DC0508 and the diversion gate to the 72-inch MIS in North 27th
Street at DC0409 are closed. The diversion gates at DC0507 remain open to allow excess
flow in the 42-inch MIS in North Lydell Avenue to be routed to the Collector. If the
Collector fills, overflows to the Milwaukee River can occur at BS0515 and BS0516.
Hydraulic Evaluation
Hydraulic analyses were performed to evaluate the relief facilities required to reduce the
frequency and volume of SSOs within the project area. The analyses used the calibrated
sewer flow and hydraulic models being utilized for the 2020 Facilities Planning project.
The 2020 Facilities Plan sewer flow model generates continuous sewer flow hydrographs
using population, land use, and meteorological data. Hydrographs can be simulated for a
variety of extreme events. Data collected from temporary flow monitors, as discussed
below, were used to refine the calibration of the sewer flow model.
The 2020 Facilities Plan Project hydraulic model was used to evaluate the hydraulic
capacity of the MIS in the Port Washington Road project area. This model includes
existing MMSD conveyance/storage system facilities (i.e., the MIS, the ISS, and the Near
Surface Collector (NSC) system) and facilities for future projects that the MMSD has
committed to build. The committed projects that are incorporated in the hydraulic model
include 2010 Facilities Plan conveyance system projects, Central MIS projects, and the
Northwest Side Relief Sewer.
Temporary Monitoring Program
Four temporary area-velocity flow meters and one temporary rain gauge were installed in
the Port Washington Road Relief Sewer project area to define flows in the system. Data
2-4
were also collected from an MMSD area-velocity meter (M14906) in the 10-inch MIS on
North Range Line Road. The temporary meters and rain gauge were installed and began
to collect data on April 15, 2004. Data were collected continuously until June 15, 2004.
These data supplemented flow monitoring data collected at MMSD’s permanent level-
only flow meters that are located throughout the MMSD service area. The locations of
the permanent and temporary flow meters and the temporary rain gauge used in the flow
data analysis are shown schematically in Figure 2.
Model Calibration
The sewer flow model originally calibrated for the 2020 Facilities Plan project was
recalibrated for sewersheds within the project area using data from storm events in May
2004. The Port Washington Road project calibration involved comparing simulated
flows to measured flows and adjusting the model calibration parameters. Measured flows
from selected MMSD permanent meters within the project area and the temporary meters
described above were used for the calibration process.
Model Results
The 2020 Facilities Plan hydraulic model was used to evaluate the Port Washington Road
system under a range of extreme wet weather events. The results of the evaluation were
used to reach the following conclusions:
• For most wet weather events, BS0506 (North Range Line Road) is activated as a
result of an MIS restriction just downstream of the bypass. Under extreme events,
hydraulic limitations farther downstream can also contribute to overflows at this
location. Because the primary cause of overflows at this location is not linked to
other system capacity limitations, the reduction of overflows at this location is
addressed in a separate report.
• Overflows at BS0514 (27th and Silver Spring) are not the result of high hydraulic
gradeline elevations in the MIS when the MIS and ISS are operated in accordance
with standard operating procedures. It appears that historical overflows were the
result of inefficient hydraulic conditions at the connection of the City of Milwaukee
sewer to the MIS at this location. A City of Milwaukee sewer modification project
constructed during 2005 is expected to reduce the hydraulic restriction.
• The bypasses at BS0504 (Lydell and Hampton), BS0512 (Lydell and Lancaster) and
BS0513 (Lydell and Montclaire) were not activated under any of the simulated wet
weather conditions. Under current operating conditions, excess flows in the 42-inch
MIS in North Lydell Avenue would be relieved at BS0515 and BS0516.
• The bypasses at BS0404 (Green Tree Road and the Milwaukee River), BS0505 (27th
and Villard), and BS0515/BS0516 activate only when the ISS fills and is not
available to provide relief to the MIS.
The hydraulic evaluation demonstrated that the relief needs in the Port Washington Road
area are not the result of conveyance limitations; rather, they are caused by limitations in
the ability of the ISS to provide the required storage volume for the design conditions.
Therefore, the relief evaluation focused on alternatives to control overflows that occur
2-5
after the ISS has filled. It was concluded that expanding the ISS to provide additional
storage volume can provide this relief.
Alternatives Development
Two alternatives were developed to add the required 27 MG of storage volume to the
ISS. Both alternatives include concrete-lined deep rock tunnels that would connect to the
existing ISS along West Hampton Avenue.
Alternative 1 - Milwaukee River Alignment
The alignment for this alternative, shown in Figure 3, extends from the ISS at West
Hampton Avenue in Lincoln Park to West Green Tree Road near PS0502. The total
length of the tunnel would be about 14,600 feet. An 18 foot finished diameter tunnel
would be needed to provide the required storage volume.
2-6
River Rd N
Lo
Sugar Ln W
Seneca Ave N
gv
ie
Lo m
w
b ar
Milwaukee River Alignment Rochelle Ave W
Fairchild Cir dy R
D
PS0502
d
rN
Range Line Rd W Service Rd
70509
Te uto
Be
Crestwood Blvd N
Sanitary Sewer
Rochelle Ave W Overflow Location
Bethmaur Ln N
Beech Tree Rd N
r
Green Tree Rd W Greentree Rd
wy
Bernar d Ln W Green Tree Rd N
n
nA
Proposed Workshaft
ia S e
Valanna Ct W
ve
Dropshaft
N
rvice
Foxdale Rd
DC0406
Ne il Pl N
Ironwood Ln N
Glen Sh or
Elm Tree Rd N
Proposed Dropshaft
W
Seville Ave N
Yates Rd
Vera Ave
D ri
BS0404
Reynard Rd
Suelane Ave W
ve A v
Sid n
Proposed Ventilation Shaft
Braeburn Ln N
Da rien St
e
eN
Pump Station
y Pl
Dr N
Green Tree Rd W
N
P kw y
43
Diversion Chamber
N
Daphn e Rd W Coventry Ct
R d)
Milwaukee River Storage Relief SewerApple Tr ee
Ct
43
lly
Rd W
(P a rk
MIS
Ho
Daphne Rd W Daphne Rd W
Ke
n
Mo u
Braebur n Ln N
tA
Sid
Birch Hill Ct
rN
Collector nt
Riv er
Elm Tree Rd N
Bethmaur Ln N
Range Line Rd N
Elm St W R o ya
Green Bay Ave N
Rd
ve
lD
l Rd
ne
N
Crestwood Blvd N
W
ah
ne
Sun ny Poin t Ln N
ISS
yP
Apple Tree Rd W
Ri
Ct
Ap p le
ke e
ph
Santa Monica Blvd
ve
Tr e e
At
r
Ci
lN
er ta
Da
R
rR
dW
Milwa u
r
so
Acacia Rd W
d
Al b
i nd
Cedar Ridge Ln N
N
Acacia Rd
Sunn y Point Rd N
Clover nook Ln W
Alberta Ct N
Brantwood Ave W
Garden Grove Ln N
Rd N
0 500 1,000 2,000
Hyacinth Ln N
Figure 3
Glenhills Ct W
Bittersweet Ln W
W
Su nset Ln
Feet
El m Tree
d
R
il l

M
Mil w
School Rd
Te uto
Mill Rd W
Fa irfi
au
eld C
DC0409
n
N
t W
ke e
ia A ve
Riv e
Lydell Ave N
Lake Dr
N
r
Glen River Rd W
(P a rk
Berkeley Blvd N
Bender Rd W
R d)
Devon St E
Bender Rd W
Bridgewood Ln N
P kw
Port Washington Rd
Park Rd N
Lake Ter E
Camden Rd W Monrovia Ave W
y
Monrovia Ave W
Flint Rd N
Monrovia Ave E
Baker Rd N
Pa rk Rd N
Proposed Relief Tunnel la ir e A
ve W
Florist Ave W Florist Ave W Mo n tc Montclair Ave E
Si d
Berkeley Blvd N
Kent Ave N
ne
Sunny Point Rd N
yP
Wren Ave W M
35th St N
ar
lN
ne Belle Ave E
w Dr W
Shorelan d Ave N
Bobolink Ave W e
Av Riv er vi
Maitland Ct N
Glen Park Rd N
Ct W
32 n d
e
W r e sa
d
Wi
eR
Oriole Dr W Civic Dr Th e
tte
St N
34th St N
g
27th St N
nta
Day Ave E
Ln
Ar g y
rN
Fr o
Am e
Carmen Ave W
N
Co
tD
33rd St N
W
le
m A ve Carlisle Ave E
le t
s
Pl N
or
re s
A ve
Av Ar b
ico
A ve
Fo
nN
e
W Lakeview Ave E
W
Si evers
Av
Ln N
Pa
N
er
ea
Thurston Ave W
h
Lasalle Ave W Riv

r ad
ig
/J
le
Ra
t
i se
Beaumont Ave E
Su n se
BS0514 43
Reichert Pl W Kendall Ave W Ih -
L nN
Silver Spring Dr W Silver Spring Dr W Silver Spring Dr E

11th St N
31st St N
Mohawk Ave N
Ct W
33rd St N
34th St N
De
Birch Ct W
Birch
xte
Iroquois Ave N
27th St N
12th St N
Ne
r
Sheridan Ave W
13th St N
Shoreland Ave N
Sheridan Ave W
Av
Shasta Pl N
il
25th St N
eN
Pl
Birch Ave E
W
Lo
19th St N
Kinzie St W
n g
Diversey Blvd N
Navajo Ave N
Is l
24 th St N
Custer Ave W
N
nd
Le xin
te r L n
g to n A
Dr
Custer Ave W ve W
33rd St N
Lawn Ave W
N
Kent Ave N
Lawn Ave W
Hollywood Ave N
a
Bay Ridge Ave N

Ed g e w
13th St N
Iro nw oo d
Iroquois Ave N
Rohr Ave W Rohr Ave W

34th St N
28th St N
DC0508
26th St N
29th St N
Ln
Villa rd
A ve W Henry Clay St E
Dr M a
19th St N
Eggert Pl W
BS0505
rt
Eggert Pl W
in L u th
20th St N
Lancaster Ave E
19th Pl N
19th St N
Lancaster Ave W
e
23rd St N
r Kin g
Colfax Pl W
Ca Fairmount Ave W DC0507

28th St N
M
Jr Dr
m Fairmount Ave W ar
er ne
on
29th St N
30th St N
22nd St N
Av
Av
25th St N
e e Chateau Pl E
W W
Stark St W Chateau Ave W
20th St N
31st St N
21st St N
27th St N
Navajo Ave N
Stark St W
Linwal Ln W
DC0509/BS0504
24th Pl N
d
DC0504
18th St N
kR
P ar
ar k
26th St N
P
c ol n
Li n
22nd St N
23rd St N
W
34th St N
NS-2 i ls
on
Courtland Ave W Pl W Dr
32nd St N
Ro ck
Pa r
N
Pu r
kwa
River Park Blvd N
du e
BS0516
31st St N
St Eula Ct W
y
W
A ve
Port Washington Rd N
35th St N
Glendale Ave W
29th St N
N
24th St N
23rd St N
26 th S
24th Pl N
BS0515 DC0503
20th St N
21st St N
22nd St N
tN
Ruby Ave W
Deluxe Pkwy W
Ho p
25 t
eW
Law ren ce Av Cornell St W
kin s
h
26 th
St N
27th St N
St N
NS-3
W Estabrook Blvd
26th St N
Congress St W Dr
e lt
St N
ev
os
15th St N
14th St N
19th Pl N
19th St N
18th St N
17th St N
16th St N
Ro
35th St N
13th St N
h Pl
24 t
Alternative 2 - 27th Street Alignment
The alignment for this alternative, shown in Figure 4, extends from the ISS at West
Hampton Avenue near 31st Street to West Mill Road near DC0409. The total tunnel
length would be about 11,000 feet. A finished diameter of 21 feet would be needed to
provide the required storage volume.
2-8
Gre en wo
od Rd W
Hemlock Rd W
Mohawk Rd N
Skyline Ln
Bell Rd
Rd
Seneca Rd
Crossway Rd
Navajo Rd
Daisy Ln W

Skyline Rd W
Lo ng acre
W
River Rd N
Fa irla ne Ave
Pheasant Ln
Sanitary Sewer Overflow Location The Mall
Lake Dr
Pierron A ve N
Dr N
Proposed Workshaft
38th St N
Range Line Rd N
W aysid e
Dropshaft
Lom
Rd
PP Y a te s
Navajo Ave N
Te u to
bar
Proposed Dropshaft
dy
Seneca Ave N
n
Sugar Ln W
Rd
ia S e
32n
PS0502
3 7 th
3 8 th
70509
Fairchild Cir
Pump Station
rvic e
Roc helle Ave W

St N
Ct N
Beech Tree Rd N
Diversion Chamber
D
Bethmaur L n N
Braeburn Ln N
ri ve A
Kiley Ave W Bernar d Ln W Green Tree Rd N Greentree Rd

27th Street Storage
ValannaRelief
Ct W Sewer
d
a B lv
Edward Ln W
ve
Ironw ood Ln N
Da MIS Edward Ln W
W
DC0406
Foxdale Rd
Elm Tree Rd N
r
M o n ic
Seville A ve N
ie
Rey nard Rd
n Vera A ve W
S Collector
BS0404
S id n
tN Suelane A ve W
Yates Rd
39th St N
ISS
S a n ta
ey P
Green Tree Rd W Green Tree Rd W

lN
38th Ct N
43
Ct
l ly
Apple Tree Rd W
Ho
0 500 1,000 2,000
Birch Hill Ct
S id
Figure 4
Green Bay A ve N
rN
Elm St W Daphne Rd
Crestwood B lvd N
ney
Acacia Rd W
lD
N
Feet
ah
Ct
Ri
Apple Tree Rd W Apple Tree Rd
Pl N
ve
w
e r ta
Kiehnau A ve W At
rR
Cedar Ridge Ln N
d
Acacia Rd W
A lb
Sunn y Point Rd N
N
Acacia Rd
Alberta Ct N
Garden Grove Ln N
Clover nook Ln W
Hyacinth Ln N
Brantwood A ve W
DC0409
Bittersweet Ln W
Te u to
Su nset Ln
Port W ashin gton Rd N

n
School Rd
ia A ve
Mill Rd W Mill Rd W
Fa irfi
e ld C t
N
W
N
Lake Dr
Glen River Rd W
Berkeley Blvd N
Douglas Ave W
Bender Rd W Devon St E
Bridgew ood Ln N
Lake Hill Ct E
Port W ashin gton Rd

Park Rd N
Lake Ter E
Flint Rd N
Camde n Rd W Monrovia Ave W Monrovia Ave

W
Kaul Ave W
Monrovia Ave E
Baker Rd N
Lydell Ave N
A lb e
Pa rk Rd N
rta L
Sunny Point Rd N
Berke ley Blvd N

Florist Ave W Florist Ave W Montclair A ve E
S id
nN
37th St N
36th St N
ney
Wren A ve W M
ar
Pl N
ne
Dr W Belle Ave E
Glen P ark Rd N
Maitland Ct N
38th St N
Shore Dr N
Bobolink Ave W Av ie w
32n
Rive rv
d
e
34th St N
eR
W
Shorela nd Ave N
d St
Oriole Dr W
itte
Civic Dr
ta g
A rg y
Ln
Day Ave E
r on
N
Am
N
Carmen Ave W C
N
Dr
tF
le A
om
es A
Pl N
le
st
o or e
A
ico
W
ve
Proposed Relief Tunnel

ve
ve N
nN
S ie ve rs
rF
t Ln N
W
Pa
Av
Lakeview Ave E
W
e
ra d
ea
gh
Lasalle Ave W
Ri v
ei
/J
i se
l
S u n se
BS0514
Beaumont Ave E
Ra
43
Reichert Pl W Kendall Ave W

Ln
Ih -
N
Marlb oroug h Dr N
Silver Spring Dr W
Mohawk Ave N
Silver Spring Dr W
11th St N
32nd St N
34th St N
33rd St N
31st St N
De
Birch Ct W
x
Iroquois Ave N
27th St N
Shoreland Ave N
te r
12th St N
25th St N
Ne
Shasta Pl N
Sheridan Ave W
Av
i lP
eN
Lo
lW
20th St N
Diversey Blvd N
Kinzie St W
ng
Navajo Ave N
Isl
Iro n
35th St N
an
Custer A ve W Custer A ve W L e xin

w oo
d
g to n
Dr
A ve
33rd St N
Custer A ve W Lawn A ve W W
dL
N
Bay Ridge Ave N
Lawn A ve W
n
34th St N
Kent Ave N
Rohr Ave W
DC0508 Modify Diversion Chamber
Hollywood Ave N
Rohr Ave W
28th St N
29th St N
26th St N
V il la rd
A ve W
Dr M a
19th St N
BS0505
rtin
Eggert P l W
38th Pl N
Eggert P l W
38th St N
L u th e
Lancaster Ave W
19th St N
19th Pl N
20th St N
Lancaster Ave W
DC0507
r K in g
28th St N
27th St N
Colfax Pl W
Fairmount A ve W M
22nd St N
ar
J r Dr
ne
30th St N
Av
e Chateau P l E
W
NS-2
20th St N
Stark St W Stark St W Chateau A ve W

Stark St W
Linwal Ln W DC0509/BS0504
24th Pl N
26th St N
18th St N
Ho p
21st St N
DC0504
k
in s
22nd St N
St N
Idlewild Ave N
23rd St N
36th St N
30th St N
31st St N
34th St N
W
il s
on
32nd St N
43
Pa
P lW D
Courtland A ve W Ro c k rN
rk w
Pu
rd u
ay
e
BS0516
St Eula Ct W
W
Av
eN
Glendale Ave W
24th St N
Glendale Ave W
23rd St N
24th Pl N
2 6 th S
27th St N
At
DC0503
ki n
so
n
22nd St N
28th St N
21st St N
Av
BS0515
20th St N
tN
e
Ruby Ave W W
Cornell St W
25t
hS
Estabrook B lvd
Congress St W Congress St W
NS-3
14th St N
rW
tN
tD
N
15th St N
17th St N
16th St N
l
Congress St W ve
St
o se
th
Ro
26
Chapter 3
GEOTECHNICAL INVESTIGATION
Existing geotechnical information was reviewed and a field geotechnical exploration
program was conducted to assess the relative impacts of geotechnical conditions on the
two tunnel alternatives.
Existing Information
Existing data on geotechnical conditions within the project area were researched and
evaluated to determine limitations and issues related to the alternatives. For the two
tunnel alternatives identified, three vertical alignment options were evaluated: shallow in
overburden (depth of approximately 60 feet below grade), mid-depth (approximately 240
feet below grade) and deep in rock (approximately 300 feet below grade).
Bedrock
The Devonian Age formations of sedimentary rock form the top of rock in the area of the
proposed tunnel alignments. The uppermost formation is the Milwaukee Formation,
generally composed of mudstones, siltstones and shales. The Thiensville Formation
consists of an extremely varied lithology that also varies spatially with depth and lateral
extent. For example, it is not possible to trace the lithologies between boreholes greater
than about 200 to 500 feet apart. The rock types present may include solutioned
limestone and stronger dolomites, mudstone and shale, evaporites, re-cemented breccias
and intra-formational conglomerates, all of which are subject to various degrees of
weathering. The Thiensville Formation is a major aquifer with direct connection for
recharge from the overlying glacial soils and the Milwaukee River. Tunnels in the
underlying Silurian formations (Waubakee, Racine, Waukesha) may experience direct
connection to the Thiensville, leading to heavy and sustained inflows. These inflows will
lead to significant declines in the piezometric levels within the Thiensville and
consequently to the water tables in the soil. Shafts through the Thiensville are subject to
heavy water inflows unless pre-grouted; however, the formation can be readily dewatered
using gravity wells.
Overburden Soils
The soils at the top of rock are glacial in origin and consist of glacial tills with cobbles
and boulders, outwash deposits consisting of gravel, sand, and silt mixtures and lacustrine
clays with silts and fine sands. Recent post-glacial alluvial deposits are present in the
immediate vicinities of rivers and marsh/wetland deposits that may have been drained but
are still susceptible to considerable settlement.
Shallow Tunnel Options
The following is a summary of ground conditions for the Shallow Tunnel Options (40 to
100 feet deep):
• The soils over the central to northern parts of the alignments have a significant
granular portion and the water table is generally the same as the river. Cobbles and
boulders can be expected near the top of rock. The Till 1 overlying the top of rock is
an extremely dense, compact soil and is consequently difficult to excavate.
3-1
• The top of rock is formed in the Devonian Age Milwaukee or Thiensville Formation,
either of which can have a relief of tens of feet to over 100 feet, thus increasing the
chances of encountering mixed face conditions.
• Alluvial sediments along the river floodplain (central to north) are wet and subject to
flowing behavior when excavated (unless dewatered or excavated using an Earth
Pressure Balance (EPB) or Slurry Shield Machine).
• The Thiensville has beds that are weathered, which can cause support problems and
Tunnel Boring Machine (TBM) gripper problems. Solutioned zones will also yield
high and sustained inflows (recharge directly from the river). Pre-excavation
grouting of such flows would be costly and technically difficult. Dewatering is
possible but the pumping volumes and potential impact on domestic wells is
problematic.
• Sinkholes have been experienced during previous tunnel construction in the area.
Mid-Level and Deep Options
These tunnel options would be excavated in rock, below the Milwaukee and Thiensville
Formations that form the top of rock over the northern half and southeast quadrant of the
study area. Because the rock formations dip towards the east, a greater thickness of
Thiensville occurs on the east side of the project area and the least thickness on the west
portion. Furthermore, the Thiensville is farther away from any essentially horizontal
grade on the west portion compared to a similar grade on the east portion.
A Mid-Level tunnel located in the eastern portion of the project area would be in the
Waubakee Formation, which ranges from very thinly bedded to laminated and, in large
diameter tunnels, tends to ravel readily along the bedding. This may result in local
instabilities but cause more significant problems if associated with a high frequency of
joints or faults. Direct connection to the Thiensville through the joint systems is likely.
These conditions become less of an issue in a Mid-Level tunnel located in the western
portion of the project area.
The Deep tunnel option in the eastern portion of the project area will be mostly in the
Racine Formation. Higher permeability zones can occur in the Racine due to solutioned
features. On the west portion, the tunnel is located approximately at the Waukesha/
Mayville Formation boundary where the rock conditions are more favorable.
Geotechnical Exploration Program
Three deep borings were made along the Milwaukee River Alignment and two were
made along the 27th Street Alignment, as shown in Figures 5 and 6, respectively.
Although the spacings between borings are relatively wide, the information obtained is
sufficient for preliminary stratigraphic evaluations and assessments of rock and ground
water conditions when combined with data from the North Shore Phase II geotechnical
report (July 1984). These data also provide information at probable shaft sites. Selected
core samples were tested to identify core strength parameters. The results of the field
exploration and laboratory testing program are presented in the Preliminary Geotechnical
Data Report (Appendix H) and summarized below.
3-2
Lo
Sugar Ln W
Seneca Ave N
gv
ie
Lo m
Milwaukee River Alignment:Rochelle Ave W
w
b ar
Fairchild Cir dy R
D
PS0502
d
rN
Range Line Rd W Service Rd
Boring Locations 70509
Te uto
Be
Crestwood Blvd N
Rochelle Ave W
Bethmaur Ln N
Beech Tree Rd N
r
Green Tree Rd W Greentree Rd
wy
Bernar d Ln W Green Tree Rd N
Geotechnical Boring Location
n
nA
ia S e
Valanna Ct W
CA-3
ve
N
rvice
Foxdale Rd
DC0406
Ne il Pl N
Ironwood Ln N
Proposed Workshaft
Glen Sh or
Elm Tree Rd N
W
Seville Ave N
Yates Rd
Vera Ave
D ri
BS0404
Reynard Rd
Suelane Ave W
ve A v
Dropshaft
Sid n
Braeburn Ln N
Da rien St
Proposed Dropshaft
e
eN
y Pl
Dr N
Green Tree Rd W
N
P kw y
43
N
Pump Station
R d)
Ct
43
Ap ple Tr ee
lly
Rd W
Diversion Chamber
(P a rk
Ho
Ke
n
Elm Tree Rd N
Milwaukee River Storage Relief Sewer Mo u
Braebur n Ln N
tA
Sid
Birch Hill Ct
rN
nt
Riv er
Bethmaur Ln N
Range Line Rd N
Elm St W R o ya
Green Bay Ave N
Rd
ve
lD
l Rd
ne
N
Crestwood Blvd N
W
MIS
ah
ne
Sun ny Poin t Ln N
yP
Apple Tree Rd W
Ri
Ct
Ap p le
ke e
ph
Santa Monica Blvd
ve
Tr e e
At
r
Ci
lN
er ta
Da
R
Collector
rR
dW
Milwa u
r
so
Acacia Rd W
d
Al b
i nd
Cedar Ridge Ln N
N
Acacia Rd
ISS
Sunn y Point Rd N
Clover nook Ln W
Alberta Ct N
Brantwood Ave W
Garden Grove Ln N
Rd N
Hyacinth Ln N
0 500 1,000 2,000
Figure 5
Glenhills Ct W
Bittersweet Ln W
W
Su nset Ln
El m Tree
d
il l
R Feet

M
Mil w
School Rd
Te uto
Mill Rd W
Fa irfi
au
eld C
DC0409
n
N
t W
ke e
ia A ve
Riv e
Lydell Ave N
Lake Dr
N
r
(P a rk
CA-2
Berkeley Blvd N
Bender Rd W
R d)
Devon St E
Bender Rd W
Bridgewood Ln N
P kw
Port Washington Rd
Park Rd N
Lake Ter E
Camden Rd W Monrovia Ave W
y
Monrovia Ave W
Flint Rd N
Monrovia Ave E
Baker Rd N
Pa rk Rd N
ve W
la ir e A
Sunny Point Rd N
Florist Ave W Florist Ave W Mo n tc Montclair Ave E
Si d
Berkeley Blvd N
Kent Ave N
yPne
Wren Ave W M
35th St N
ar
lN
ne Belle Ave E
w Dr W
Shorelan d Ave N
Bobolink Ave W e
Av Riv er vi
Maitland Ct N
Glen Park Rd N
Ct W
32 n d
e
W r e sa
d
Wi
eR
Oriole Dr W Civic Dr Th e
tte
St N
34th St N
g
27th St N
nta
Day Ave E
Ln
Ar g y
rN
Fr o
Am e
Carmen Ave W
N
Co
tD
33rd St N
W
le
m A ve Carlisle Ave E
le t
s
Pl N
or
re s
A ve
Av Ar b
ico
A ve
Fo
nN
e
W Lakeview Ave E
W
Si evers
Av
Ln N
Pa
N
er
ea
Thurston Ave W
h
Riv
r ad
CA-1
ig
/J
le
Ra
t
i se
Beaumont Ave E
Su n se
BS0514 43
Reichert Pl W Kendall Ave W Ih -
LnN
Silver Spring Dr W Silver Spring Dr W Silver Spring Dr E

11th St N
31st St N
Mohawk Ave N
Ct W
33rd St N
34th St N
De
Birch Ct W
Birch
xte
Iroquois Ave N
27th St N
12th St N
Ne
r
Sheridan Ave W
13th St N
Shoreland Ave N
Sheridan Ave W
Av
Shasta Pl N
il
25th St N
eN
Pl
Birch Ave E
W
Lo
19th St N
Kinzie St W
n g
Diversey Blvd N
Navajo Ave N
Is l
24 th St N
Custer Ave W
N
nd
Le xin
te r L n
g to n A
Dr
Custer Ave W ve W
33rd St N
Lawn Ave W
N
Kent Ave N
Lawn Ave W
Hollywood Ave N
a
Bay Ridge Ave N

Ed g e w
13th St N
Iro nw oo d
Iroquois Ave N

34th St N
28th St N
DC0508
26th St N
29th St N
Ln
Villa rd
A ve W Henry Clay St E
Dr M a
19th St N
Eggert Pl W
BS0505
rt
Eggert Pl W
in L u th
20th St N
Lancaster Ave E
19th Pl N
19th St N
Lancaster Ave W
e
23rd St N
r Kin g
Colfax Pl W
33rd St N
DC0507
31st St N
Ca Fairmount Ave W M
Jr Dr
m Fairmount Ave W ar
er ne
on
30th St N
22nd St N
Av
Av
25th St N
e e Chateau Pl E
W W
Stark St W Chateau Ave W
20th St N
31st St N
21st St N
27th St N
Navajo Ave N
Stark St W
Linwal Ln W
DC0509/BS0504
24th Pl N
d
DC0504
18th St N
kR
P ar
ar k
26th St N
P
c ol n
Li n
22nd St N
23rd St N
W
34th St N
NS-2 i ls
on
Courtland Ave W Pl W Dr
32nd St N
Ro ck
Pa r
N
Pu r
kwa
River Park Blvd N
du e
BS0516
31st St N
St Eula Ct W
y
W
A ve
Port Washington Rd N
35th St N
Glendale Ave W
29th St N
N
24th St N
23rd St N
26 th S
24th Pl N
BS0515 DC0503
20th St N
21st St N
22nd St N
tN
Ruby Ave W
Deluxe Pkwy W
Ho p
25 t
eW
Law ren ce Av Cornell St W
kin s
h
26 th
St N
27th St N
St N
NS-3
W Estabrook Blvd
26th St N
Congress St W Dr
e lt
St N
ev
os
15th St N
14th St N
19th Pl N
19th St N
18th St N
17th St N
16th St N
Ro
35th St N
13th St N
h Pl
24 t
Hemlock Rd W
Mohawk Rd N
Skyline Ln
Bell Rd
Rd
Seneca Rd
Crossway Rd
Navajo Rd
Daisy Ln W
Skyline Rd W
Lo ng acre
27th Street Alignment:
38th St N
Pheasant Ln
Fa irla ne Ave
River Rd N
Boring Locations
The Mall
Lake Dr
Pierron A ve N
Dr N
Geotechnical Boring Location
W aysid e
Range Line Rd N
Lom
Gr
Rd
Y a te s
Sanitary Sewer Overflow Location PP
ee
Navajo Ave N
Te u to
bar
nB
Proposed Workshaft
dy
a
Seneca Ave N
yA
n
Sugar Ln W
Rd
ia S e
32n
Dropshaft PS0502
ve
3 7 th
3 8 th
Fairchild Cir
70509
N
rvic e
Proposed Dropshaft Roc helle Ave W

St N
Ct N
Beech Tree Rd N
D ri ve
Bethmaur L n N
Braeburn Ln N
Kiley Ave W Bernar d Ln W Green Tree Rd N Greentree Rd
Ct W
Pump Station Valanna
d
Av e
a B lv
Edward Ln W
Ironw ood Ln N
Da Edward Ln W
W
DC0406
Foxdale Rd
Diversion Chamber
Elm Tree Rd N
r
M o n ic
Seville A ve N
ie
Rey nard Rd
n Vera A ve W
S
BS0404
S id n
tN
27th Street Storage Relief Sewer Suelane A ve W
Yates Rd
S a n ta
ey P
MIS Green Tree Rd W

lN
38th Ct N
Collector
43
ISS
Ct
43
l ly
Apple Tree Rd W
Ho
Birch Hill Ct
S id
rN
Daphne Rd
0 Elm 500
St W 1,000 2,000
Figure 6
Crestwood B lvd N
Braeburn Ln N
ney
lD
N
ah
Ct
Ri
KiehnauFeet
Pl N
ve
e r ta
A ve W At
rR
Cedar Ridge Ln N
d
Acacia Rd W
A lb
Sunn y Point Rd N
N
Acacia Rd
Alberta Ct N
Garden Grove Ln N
Clover nook Ln W
Hyacinth Ln N
Brantwood A ve W
WA-2 DC0409
Bittersweet Ln W
Su nset Ln

Mill Rd W Mill Rd W School Rd
Te u to
Fa irfi
e ld C t
N
W
n
Lydell Ave N
ia A ve
Lake Dr
Glen River Rd W
N
Berkeley Blvd N
Douglas Ave W
Bender Rd W Devon St E
Bridgew ood Ln N
Lake Hill Ct E

Park Rd N
Lake Ter E
Flint Rd N

W
Kaul Ave W
Monrovia Ave E
Baker Rd N
A lb e
Pa rk Rd N
rta L
36th St N
Sunny Point Rd N
Berke ley Blvd N

S id
nN
37th St N
ney
35th St N
Wren A ve W M
ar
Pl N
ne
Dr W Belle Ave E
Glen P ark Rd N
Maitland Ct N
Shore Dr N
32n
Rive rv
d
e
eR
34th St N
Shorela nd Ave N
d St
Oriole Dr W
itte
Civic Dr
ta g
A rg y
Ln
Day Ave E
r on
N
Am
N
Carmen Ave W C
N
Dr
tF
le A
om
es A
Pl N
Carlisle Ave E
le
st
o
ico
A or e
W
ve

ve
ve N
nN
e
S ie ve rs
rF
t Ln N
W
Pa
Av
Lakeview Ave E
W
ea
ra d
gh
Lasalle Ave W
Ri v
ei
/J
i se
l
S u n se
BS0514
Beaumont Ave E
Ra
43

Ln
Ih -
N
Marlb oroug h Dr N
Danbury Rd N
Silver Spring Dr W
Mohawk Ave N
Silver Spring Dr W
13th St N
11th St N
32nd St N
34th St N
33rd St N
31st St N
De
Iroquois Ave N
x
27th St N
Shoreland Ave N
te r
12th St N
25th St N
Ne
Shasta Pl N
Av
i lP
Birch Ave E
eN
19th St N
20th St N
Lo
38th St N
lW
Bay Ridge Ave N

Kinzie St W
ng
Navajo Ave N
24 th St N
Isl
an
Hollywood Ave N
d
g to n
Dr
A ve
33rd St N
Custer A ve W W
Lawn A ve W Lawn A ve W
N
Iro nw oo d
Lexington Blvd E
Kent Ave N
34th St N

DC0508
28th St N
Rohr Ave W
29th St N
26th St N
Ln
V il la rd
A ve W
Dr M a
Henry Clay Ave W Henry Clay St E

19th St N
BS0505
rtin L u
Eggert P l W
Lancaster Ave W
WA-1
20th St N
th e
DC0507
r K in g
33rd St N
Colfax Pl W
19th St N
38th St N
M
28th St N
Fairmount A ve W
22nd St N
ar
J r Dr
ne
30th St N
29th St N
Av
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W Chateau P l E
NS-2
20th St N
19th Pl N
27th St N
25th St N
Stark St W Chateau A ve W
Stark St W
24th Pl N
21st St N
DC0504
Hampton A ve W
22nd St N
Idlewild Ave N
23rd St N
Ho p
34th St N
k in
32nd St N
36th St N
s St
lW
Pa
P
Ro c k
31st St N
rk w
Pu
N
rd u
18t
ay
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BS0516
St Eula Ct W
W
hS
Av
35th St N
29th St N
eN
Glendale Ave W
t
24th St N
N
23rd St N
24th Pl N
2 6 th S
30th St N
DC0503
28th St N
20th St N
22nd St N
21st St N
BS0515
tN
Cornell St W
At
ki
20th St N
n so
Congress St W Estabrook B lvd

n
Av
15th St N
14th St N
e
Cong ress St W
19th St N
18th St N
17th St N
16th St N
19th Pl N
NS-3
35th St N
St
W
13th St N
N
St
th
Pl
th
26
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25
24
Rock Conditions
Milwaukee River Alignment
The Milwaukee River Alignment Geologic Profile is presented in Figure 7 and shows the
rock formations found at borings CA-1, CA-2, and CA-3. Borehole I30-NS-AL-11 from
the North Shore Phase II report is also shown. Starting from the south end, the Mid-
Level Option is in the Racine Formation, but towards the north it intercepts the
Waubakee Formation so that it is partially within it at the boring CA-1 location just north
of West Silver Spring Drive on North Sunny Point Road. This tunnel section is about
5,800 feet long. The Deep Option remains entirely within the Racine Formation.
Between boreholes CA-1 and CA-2, a distance of about 3,500 feet, both tunnel options
are in the Racine Formation. The Thiensville Formation is not present over these two
sections of the alignment. Between boreholes CA-2 and CA-3, a distance of about 5,400
feet, both tunnel options are in the Racine Formation. At some point towards the north
from borehole CA-2, the Thiensville Formation starts to overlie the Racine Formation
and continues to the boring CA-3 location.
The geologic tunnel maps from the North Shore Phase II Tunnel excavation (19.5 feet
excavated diameter) indicated a high frequency of solutioned bedding planes; hence, it is
likely that this condition will occur at least in the southern part of the alignment in the
Racine Formation. The project area bedding dip is generally horizontal to one degree,
locally up to 10 degrees, towards the east. In borehole CA-1, bedding dips of 10 to 12
degrees were noted, likely due to the presence of a nearby reef in the Racine Formation
over which the Waubakee beds have draped, creating inclined reef flank beds. The
physical parameter Rock Quality Designation (RQD), measured in boreholes CA-1, CA-
2, and CA-3 for the Waubakee Formation, ranges from 37 to 100%. The lower value is
due to the very thin beds along which the rock readily separates. There is also a high
frequency of clay infilled bedding planes and joints in boreholes CA-1 and CA-2. These
characteristics, combined with the tunnel diameter, will control the stand-up time of the
excavated rock arch and therefore control the type of tunnel support and advance rate.
The conditions are made worse when in combination with ground water under high
heads. The RQD for the Racine Formation ranges from 74 to 100%, and there are
frequent occurrences of clay-filled joints and bedding planes in borehole CA-1. The
tunnel in the Racine Formation will likely intercept solutioned bedding planes, solutioned
pipes and fault and shear zones which will cause localized low standup time rock
conditions. The fault and shear zones will provide ready connection to the overlying
Thiensville Formation and coarse-grained soil aquifers. Because of continuous recharge,
the tunnel inflows will not attenuate significantly. These same groundwater inflow
conditions will exist in the Waubakee, except that solutioning is generally absent; also,
the standup time is significantly less in the Waubakee Formation and in the fault zones
may be zero.
The 27th Street Alignment Geologic Profile is presented in Figure 8 and shows the rock
formations found at borings WA-1 and WA-2. Borehole I30-02-NS from the North
Shore Phase II report is also shown. Starting from the South end, the Mid-Level Option
is within the Waukesha Formation and passes upwards into the Racine Formation before
3-5
reaching borehole WA-1 over a distance of about 3,300 feet. Over this same length, the
Deep Option passes upwards from the bottom to the top of the Waukesha Formation.
Between boreholes WA-1 and WA-2, a distance of about 7,800 feet, the Mid-Level
Option remains in the Racine Formation, whereas the Deep Option traverses upwards
from the top of the Waukesha Formation to the bottom of the Racine Formation. There is
approximately a 30-foot thickness of the Thiensville Formation at borehole WA-2, but
none was intercepted at borehole WA-1; there are no borings in between. However, the
as-built drawings for the construction of the 72-inch North Side High Level Relief Sewer
(NSHLRS) indicate that about 0.5 foot of rock was intercepted in the tunnel invert
between Station 169+75 and 172+57 at approximately elevation +30 (MMSD Datum).
This is the southernmost point along the North 27th Street segment of the NSHLRS that
the Thiensville Formation was encountered and occurs about 200 feet south of West
Carmen Avenue or approximately 1,100 feet north of West Silver Spring Drive.
The RQD values, as measured in boreholes WA-1 and WA-2, range from 92 to 100% in
the Racine Formation and 89 to 100% in the Waukesha Formation.
Indications of Faults
Geologic maps from the North Shore Phase II Tunnel excavation indicate a series of fault
zones for a distance of about 500 feet between stations 400+43 and 405+40. The
northeast trending fault zone extends from where the existing ISS North Shore Phase IIA
tunnel crosses North 31st Street (Figure 4) and extends about 500 feet east along the ISS
alignment. The 27th Street Alignment will likely intercept the fault zone in the 18-foot
diameter section between the proposed Hampton Avenue workshaft and the existing ISS.
It is possible that a western extension of this same zone, not intercepted by the ISS,
exists. The proposed tunnel to the north of the workshaft could intercept this extension;
however, no evidence of faulting was found in borehole I30-2-NS.
The initial tunnel support in the fault zone intercepted by the 19.5 foot excavated ISS
tunnel, consisted of the design pattern of rock dowels, additional dowels, wire-mesh,
mine straps and rolled channel section pieces. No steel sets were placed.
It is believed that these northeast trending fault zones bound a series of blocks that have
been progressively displaced downwards on the north side of the fault zone. Additional
evidence of this is provided on Figure 8, the 27th Street Geologic Profile, on which an
offset of the Racine-Waukesha Formation boundary of about 95 feet is observed between
boreholes I30-02-NS and WA-1, a distance of about 3,200 feet in a North-South direction
(i.e., generally along the regional strike and therefore expected to be sub-horizontal to
horizontal). Similarly, on Figure 7, the Milwaukee River Geologic Profile, an offset of
about 80 feet is observed in the Waubakee-Racine Formation boundary between
boreholes I30-NS-AL-11 and CA-1, a distance of about 5,800 feet in a North-South
direction. An offset in the same boundary (except upwards) of about 50 feet is observed
between boreholes CA-1 and CA-2, a distance of about 3,500 feet. Subsequently, the
boundary is almost horizontal between boreholes CA-2 and CA-3. This reversal of the
fault throw direction indicates a graben effect, with blocks displaced progressively
downwards towards the north and then the sequence reversed with the blocks stepping
upwards.
3-8
Further evidence of this fault zone is the deep, broad bedrock valley, which appears to
trend east-northeast and encompasses borings WA-1, CA-1 and CA-2. The faulting
previously discussed is most likely a significant contributory cause to the formation of
the bedrock valley due to preferential weathering and glacial scouring.
Groundwater Conditions
The Thiensville Formation is highly permeable, as expected, although less so at borehole
WA-2 compared to CA-3. The thickness present is 30 feet at borehole WA-2B and 67
feet at borehole CA-3. Although the Thiensville Formation is not present in boreholes
CA-1 and CA-2, it is very likely that it is present to the north and west and, therefore,
will act as a significant source of groundwater recharge to the underlying rock
formations. In addition, between boreholes CA-2 and CA-3, the Thiensville is overlain
by coarse-grained glacial and alluvial sediments, which will provide a significant source
of recharge from the Milwaukee River and its vicinity. An artesian condition was
encountered in borehole CA-2 at about 230 feet depth in the Racine Formation, the
groundwater rising to about 10 feet above the ground surface when restricted to a one-
inch diameter pipe. Water pressure testing in the Racine Formation resulted in a few high
values of permeability measured in the order of 3x10-2 cm/sec in borings WA-2, CA-2,
and CA-3 with the remaining values in borehole WA-2 ranging from 3x10-3 to 5x10-4
cm/sec. Values in the range of 10-2 to 10-3 cm/sec in the Racine Formation are usually
associated with solutioned features and/or faults. The Waukesha Formation was
intercepted in the bottom of boreholes WA-1 and WA-2B in depth increments of about
48 and 17 feet, respectively. Water pressure testing indicated a permeability value of
5x10-4 cm/sec in WA-2B and an average of 2x10-5 cm/sec in WA-1.
Conclusions and Recommendations
Information obtained from the field exploration program and the review of existing
geotechnical information in the project area resulted in the following conclusions:
1. The Shallow Tunnel Options are not recommended because of the following potential
construction difficulties and associated risks:
• Cobbles and boulders are expected near the top of rock. The till overlying the top
of rock is an extremely dense, compact soil and is consequently difficult to
excavate.
• The top of rock is formed in the Devonian Age Milwaukee or Thiensville
Formations which can have a relief of tens of feet over 100 feet in plan distance.
If encountered, mixed face tunneling conditions may occur in this situation.
• Alluvial sediments along the river floodplain (central to north part of the
Milwaukee River Alignment) are wet and subject to flowing behavior when
excavated (unless dewatered or excavated using an Earth Pressure Balance or
Slurry Shield Machine). Surface settlement and groundwater drawdown from
tunneling are potential problems.
• The Thiensville Formation has beds that are weathered and can cause support and
TBM gripper problems. Solutioned zones will also yield high and sustained
inflows because the zones are recharged directly from the river. Pre-excavation
3-9
grouting of such flows would be costly and technically difficult. Dewatering
during the construction of the connection of the facility to the MIS and the
Collector is probable. Past projects in the area have indicated that excessive
pumping volumes could potentially drain domestic wells.
• Sinkholes have been experienced during previous soil tunnel construction in the
area.
2. The Deep Tunnel Options are preferred over the Mid-Level Options because a more
stable rock mass is expected.
3. The 27th Street Alignment is preferred relative to the Milwaukee River Alignment for
the following reasons:
• It is the farthest away from the Milwaukee River, Lincoln Creek, and their
confluence, therefore less likely to be influenced by direct recharge.
• The predominant soils are likely to be Till 1 on bedrock and overlain by Till 2
with very little recent post-glacial soils in the northern third and lacustrine clay in
the southern two-thirds.
• The Thiensville Formation forms the top of rock and is closer to the ground
surface in the northern third and the West Mill Road vicinity.
• The density of domestic wells decreases, but four high capacity wells are in the
vicinity. The operating status of the high capacity wells is unknown.
• The thickness of the Thiensville Formation diminishes towards the west and the
contact with the Waubakee Formation is closer to the ground surface (as shown in
Figure 5, Appendix A of the Preliminary Geotechnical Data Report).
• The 500-foot wide fault zone trending northeast from the vicinity of North 32nd
Street at West Hampton Avenue (32nd and Hampton) will likely be only partially
intercepted by the proposed 27th Street Alignment in contrast with the Milwaukee
River Alignment across which the fault zone trends.
• The Waubakee Formation was found at the northern end of both alignments,
about 150 feet above the 27th Street Alignment compared to about 25 feet for the
Milwaukee River Alignment.
• Very high water pressures are indicated in the Racine Formation (borehole CA-2)
on the Milwaukee River Alignment, which are likely associated with solutioned
features and will therefore yield high and sustained inflows due to the proximity
of the Thiensville Formation.
In summary, the Deep Option for the 27th Street Alignment will likely have more uniform
subsurface conditions and present less risk during construction of the proposed large
diameter tunnel. This is the preferred alignment from a geotechnical perspective.
3-10
Chapter 4
ALTERNATIVES ANALYSIS
Based on the geotechnical evaluation, the Shallow and Mid-Level tunnel options were
eliminated from further consideration for both alignments. The Deep tunnel options are
expected to have the most uniform geotechnical properties. Therefore, construction at
that depth will minimize construction risks associated with encountering unforeseen
conditions.
The deep options for the Milwaukee River and 27th Street Alignments were evaluated in
detail to determine the more favorable alignment.
Alternative 1 - Milwaukee River Alignment
Description
The main component of this alternative is a storage tunnel that would be constructed near
the Milwaukee River between West Hampton Avenue and West Green Tree Road. The
tunnel could be configured as either an isolated storage facility or as an extension to the
ISS.
Flow would be diverted to the tunnel through passive weir diversion chambers located
near the Green Tree Road Pump Station (PS0502) and just downstream of Diversion
Chamber DC0508. The existing ISS gates at DC0508, DC0507, and DC0409 would
remain open after the gate in the NS-3 Junction Chamber closes. This would allow flow
in the 72-inch MIS along North 27th Street and West Villard Avenue, the 39-inch special
section MIS along North Sunny Point Road, and the 42-inch MIS in North Lydell
Avenue to be relieved. The gates in the proposed diversion chambers would close when
the Milwaukee River Tunnel is full to protect the tunnel from surcharging. At that point,
the existing ISS gates would revert to the positions currently defined for ISS full
conditions. That is, the ISS gates at DC0507 remain open and the gates at DC0508 and
DC0409 close. The existing bypasses in the area would then activate.
A control structure could be constructed in the Hampton Avenue workshaft to provide
flexibility for operating the tunnel as either as isolated facility or as a branch of the ISS.
To operate as an isolated facility, gates in the control structure would be closed during
filling. At the end of a wet weather event, the gates would be opened to dewater the
tunnel into the ISS. Alternatively, the gates could be left open at the initiation of filling
of the ISS, which would allow the tunnel to operate as a branch of the ISS.
Operation and maintenance requirements for this alternative are minimal. The only
power requirements would be for the diversion gates and the gates or valves controlling
flow to the ISS. In addition, this alternative should require only minor maintenance. The
tunnel would be designed with a slope to provide self-scouring velocities when the tunnel
is dewatered. Annual maintenance would be limited to the diversion chambers and the
equipment to control flow to the ISS. Periodic inspection of the tunnel is also
recommended.
4-1
Impact Assessment
The following discussion describes the impacts that may result from the construction and
implementation of the Milwaukee River Alignment. The archaeological, environmental,
utility, real estate, and public impacts are limited to the surface at the dropshaft sites near
the Green Tree Road Pump Station and DC0508, and the workshaft site at the ISS
connection near West Hampton Avenue at North Milwaukee River Parkway (Hampton
and Milwaukee River Parkway).
Archaeological
A Phase I Archaeological/Architectural Reconnaissance Study was completed for the
proposed project sites. The following archaeological issues were identified:
• Archaeological impacts around the Green Tree Road dropshaft and workshaft will be
minimal because this site has been disturbed by construction of the Green Tree Road
Pump Station. If this alternative is selected for implementation, it is recommended
that one or more soil cores from the site be extracted. These cores should be
reviewed by a geomorphologist with knowledge of archaeological sites to determine
if the potential for archaeological impacts would change.
• The area within the vicinity of the DC0508 dropshaft appears disturbed and no
archaeological deposits are expected. If this alternative is selected, one or more soil
cores should be extracted and reviewed by a geomorphologist with knowledge of
archaeological sites.
• The area around the proposed workshaft at Hampton and Milwaukee River Parkway
has been modified by construction of West Hampton Avenue and from previous land
use. If this alternative is selected, one or more soil cores should be extracted and
reviewed by a geomorphologist with knowledge of archaeological sites once the final
site is chosen.
Environmental
No environmental areas of concern have been identified close enough to proposed
facilities to potentially affect the Green Tree Road dropshaft and workshaft, the DC0508
dropshaft, and the Hampton Avenue/Milwaukee River Parkway workshaft. However, the
dropshafts and workshafts are near the 100-year floodplain of the Milwaukee River. As
a result, permits will likely be required from the Wisconsin Department of Natural
Resources to address potential wetlands and erosion control issues.
Utility
Major utilities at or near the Green Tree Road dropshaft and workshaft include:
• 39-inch MIS sanitary sewer (MMSD)
• Green Tree Road Pump Station, PS0502 (MMSD)
• 42-inch storm sewer, changing to 48-inch diameter and terminating at the Milwaukee
River (Village of River Hills)
4-2
• Overhead and underground electrical power lines (We Energies)
Major utilities at or near the DC0508 dropshaft include:
• 84-inch Collector sewer (MMSD)
• Abandoned 24-inch MIS sanitary sewer going west to east (MMSD)
• Electrical structures (We Energies)
• Overhead and underground electrical power lines (We Energies)
Major utilities at or near the workshaft at West Hampton Avenue and North Milwaukee
River Parkway include:
Real Estate
The real estate requirements include acquisition of land for the dropshafts, purchase of
construction easements at the dropshafts and the workshafts, and purchase of permanent
right-of-way easements on private and County-owned parcels for the tunnel. As
proposed, it appears that there would be about 5 acres of land acquisition and permanent
easements across approximately 28 parcels.
Public
Construction of this alternative will require a major workshaft and staging area in Lincoln
Park. This is one of Milwaukee County’s major park facilities. The home baseball field
for the University of Wisconsin – Milwaukee is also located in the park. The area
encumbered during construction would reduce the number of available parking spaces
near recreational facilities and may encroach on some open space in the park.
Other general public impacts during construction would include noise and increased
traffic from construction vehicles.
Geotechnical
The tunnel is projected to be within the Racine Formation. Previous tunneling experience
in similar conditions has shown that intercepted near vertical joint systems yielded high
inflows during tunnel construction. These inflows did not attenuate significantly with
time because of recharge from the overlying Thiensville Formation, a major aquifer,
which is recharged from the Milwaukee River. In addition, the Racine Formation may
have solution features that also yield high inflows as experienced farther to the south on
the North Shore Phase I Tunnel Alignment. These conditions will make control of water
during tunnel excavation difficult.
Alternative 2 - 27th Street Alignment
Description
The main component of this relief alternative is a storage tunnel that would be
constructed along North 27th Street between West Hampton Avenue and West Mill Road.
4-3
The tunnel could be configured to function either as an isolated storage facility or as an
extension to the ISS.
The 27th Street Storage Relief Tunnel alignment would extend from the ISS near 31st and
Hampton to West Mill Road near DC0409. Flow would be diverted to the relief tunnel
from the 72-inch MIS on West Mill Road near DC0409 and from the 72-inch MIS at 27th
and Villard.
Flow would be diverted to the tunnel through passive weir diversion chambers located
near Diversion Chamber DC0409 at Mill and Sydney and at the intersection of 27th and
Villard.
The existing ISS gates at DC0508, DC0507, and DC0409 would remain open after the
gate in the NS-3 Junction Chamber closes. This would allow flow in the 72-inch MIS
along North 27th Street and West Villard Avenue, the 39-inch special section MIS along
North Sunny Point Road, and the 42-inch MIS in North Lydell Avenue to be relieved.
A new control gate would be required on the South Shore-bound 72-inch MIS in
DC0409. This gate would need to be closed when the ISS is full to prevent backflow
from the South Shore-bound MIS from filling the 27th Street Tunnel.
Modifications to the DC0508 Diversion Chamber are also required. To avoid
surcharging the 39-inch MIS along North Milwaukee River Parkway to unacceptable
levels, DC0508 would need to be modified to isolate the 39-inch MIS from the flow in
the 72-inch MIS/Collector when the ISS is closed.
The gates in the proposed diversion chambers would close when the 27th Street Tunnel is
full to protect the tunnel from surcharging. At that point, the existing ISS gates would
revert to the positions currently defined for ISS full conditions. That is, the ISS gates at
DC0507 remain open and the gates at DC0508 and DC0409 close. The existing bypasses
in the area would then activate.
A control structure could be constructed in the Hampton Avenue workshaft to provide
flexibility for operating the tunnel as either as isolated facility or as a branch of the ISS.
To operate as an isolated facility, gates in the control structure would be closed during
filling. At the end of a wet weather event, the gates would be opened to dewater the
tunnel into the ISS. Alternatively, the gates could be left open at the initiation of filling
of the ISS, which would allow the tunnel to operate as a branch of the ISS.
Operation and maintenance requirements for this alternative are minimal. The only
power requirements would be for the diversion gates and the gates or valves controlling
flow to the ISS. In addition, this alternative should require only minor maintenance. The
tunnel would be designed with a slope to provide self-scouring velocities when the tunnel
is dewatered. Annual maintenance would be limited to the diversion chambers and the
equipment to control flow to the ISS. Periodic inspection of the tunnel is also
recommended.
Impact Assessment
The following discussion describes the impacts that may result from the construction and
implementation of the 27th Street Alignment. The archaeological, environmental, utility,
real estate, and public impacts are limited to the surface at the dropshaft sites near Mill
4-4
and Sidney and 27th and Villard, and the workshaft sites near Mill and Sidney and 31st
and Hampton.
Archaeological
A Phase I Archaeological/Architectural Reconnaissance Study was completed for the
proposed project sites. The following archaeological issues were identified:
• The area around the Mill Road dropshaft and workshaft appears to have been
disturbed by roadway and power line construction and a portion appears to have been
graded away. The intersection north of West Mill Road overlaps the Sorrowful
Mother Site, where an unspecified number of triangular projectile points were found
at one time. If this alternative is selected for implementation, it is recommended that
one or more soil cores from the site be extracted. These cores should be reviewed by
a geomorphologist with knowledge of archaeological sites to determine if the
potential for archaeological impacts would change.
• The area within the vicinity of the 27th and Villard dropshaft did not yield any
archaeological materials. If this alternative is selected, one or more soil cores should
be extracted and reviewed by a geomorphologist with knowledge of archaeological
sites.
• The area around the 31st and Hampton workshaft appears to have been disturbed by a
variety of urban improvements. No further archaeological investigation is anticipated
in this area if this alternative is selected for implementation. However, any open cut
excavation would have to be restricted to disturbed lands associated with the existing
MMSD facility located along the right bank of Lincoln Creek or to the West Hampton
Avenue roadbed; otherwise additional investigation would be needed.
Environmental
The following sites of concern are near West Mill Road:
• 2 closed leaking underground storage tank sites
• 1 other hazardous release site
• 1 solid waste landfill site south east of the intersection of Mill and Sidney
The following sites of concern are near 27th and Villard:

• 3 closed leaking underground storage tank sites
The 27th and Villard dropshaft site is near the 100-year floodplain of Lincoln Creek. As a
result, permits will likely be required from the Wisconsin Department of Natural
Resources to address potential wetlands and erosion control issues.
No environmental areas of concern have been identified close enough to proposed
facilities to potentially affect the 31st and Hampton workshaft. However, the workshaft is
near the 100-year floodplain of Lincoln Creek. As a result, permits will likely be
required from the Wisconsin Department of Natural Resources to address potential
wetlands and erosion control issues.
4-5
Utility
Major utilities at or near the Mill Road dropshaft and workshaft include:
• 54-inch storm sewer, north of West Mill Road (City of Milwaukee/City of Glendale)
• Communications overhead lines (AT&T)
• Overhead and underground electrical lines (We Energies and American Transmission
Company)
• 48-inch storm sewer, south of West Mill Road (City of Milwaukee/City of Glendale)
• Four gas lines, south of West Mill Road (We Energies)
• We Energies substation, south of West Mill Road (We Energies)
• 72-inch MIS sanitary sewer, south of West Mill Road (MMSD)
• 72-inch MIS, along West Mill Road (MMSD)
• 36-inch storm sewer, which changes to 42-inch storm sewer, West Mill Road (City of
Milwaukee/City of Glendale)
Major utilities at or near the 27th and Villard dropshaft include:
• Sanitary overflow Bypass Station BS0505 at southeast corner of 27th and Villard
(MMSD)
• 72-inch MIS, on North 27th Street from West Villard Avenue north (MMSD)
• 72-inch MIS, along West Villard Avenue (MMSD)
• Communications fiber optic cable, along North 27th Street and along West Villard
Avenue (AT&T)
• Underground electrical lines (We Energies)
• Two gas lines, east of North 27th Street along West Villard Avenue (We Energies)
• 36-inch storm sewer in West Villard Avenue, which changes to 48-inch storm sewer
east of North 27th Street, (City of Milwaukee)
• 48-inch storm sewer, north of West Villard Avenue along North 27th Street (City of
Milwaukee)
Major utilities at or near the 31st and Hampton workshaft include:

• Overhead and underground electrical lines along North 32nd Street, north of 32nd and
Hampton (We Energies)
• 8-inch gas line, along West Hampton Avenue (We Energies)
• 12-inch gas line, north of West Hampton Avenue, east of Lincoln Creek (We
Energies)
• 72-inch storm sewer, along West Hampton Avenue (MMSD)
• In-Line Storage System, south of 32nd and Hampton (MMSD)
4-6
Real Estate
The real estate requirements include land acquisition for the dropshafts and the
workshafts, purchase of construction easements at the dropshafts and the workshafts, and
purchase of permanent right-of-way easements on private and County-owned parcels for
the tunnel. It appears that for the construction of the tunnel, real estate requirements
would be about 5 acres of land acquisition and permanent easements would be required
on approximately 38 parcels.
Public
Construction of the dropshaft near 27th and Villard would likely require use of about 1
acre of Milwaukee County parkland for a staging area. Some clearing of vegetation
would be required. There are no active recreational uses of this area.
The workshaft near 31st and Hampton is in a mixed-use commercial/industrial/residential
area. Acquisition of some residential parcels and associated relocation of residents will
be required to obtain space for a construction staging area.
Other general public impacts during construction would include noise and increased
traffic from construction vehicles.
Geotechnical
The geological conditions and groundwater concerns for this alignment are less
problematic as compared to those for the Milwaukee River Alignment because this
alignment will be farther away from the Milwaukee River, a source of groundwater
recharge. Also, the rock formations dip from West to East, which results in a greater
vertical distance between the tunnel and the overlying Thiensville aquifer. The tunnel
would be located approximately at the Waukesha/ Mayville Formation boundary where
the rock conditions are potentially more favorable for tunnel construction.
Recommendation
The 27th Street Alignment is recommended for implementation based on the more
favorable geotechnical conditions. There is considerably greater risk associated with
construction of the Milwaukee River Alignment because of its proximity to the
Milwuakee River and the potential for large water inflows during tunnel excavation that
will be difficult to control. In addition, the construction workshaft location is more
favorable for the 27th Street Alignment because it will not require disturbance of Lincoln
Park, as is required for the Milwaukee River Alignment.
4-7
Chapter 5
ALTERNATIVE REFINEMENT
The 27th Street Alignment was further refined to define the specific project components.
Additional hydraulic analyses were performed to evaluate the performance of the facility.
Tunnel Termination Point
The northern end of the tunnel could be terminated on West Mill Road at any point
between North Sidney Place and North Range Line Road. Open space for construction is
available on the south side of West Mill Road at this location. The main consideration
for the termination point is the route for a potential future extension of the relief tunnel.
The tunnel could potentially be extended about 3 miles to West Brown Deer Road before
the crown would exceed the crown of the existing ISS at the CT-1 dropshaft. The
MMSD’s current operating permit limits the maximum hydraulic grade line (HGL) in the
ISS to the crown elevation at CT-1 (El. -177 feet).
The tunnel could be extended north along North Range Line Road. This route would
have the advantage of keeping the tunnel within public right-of-way under the street. A
major disadvantage is that it would eventually pass underneath the Milwaukee River.
Geotechnical conditions are expected to be more challenging closer to the Milwaukee
River for the same reasons as those discussed regarding the Milwaukee River Alignment.
Therefore, construction risk increases if the tunnel were to be extended along North
Range Line Road.
The other option for extension of the tunnel is in a northwesterly direction along North
Sidney Place and parallel to the Wisconsin Electric right-of-way. With this route, the
extended tunnel could eventually be terminated near West Brown Deer Road and North
Sherman Boulevard where it might serve to relieve the 72-inch MIS in North Sherman
Boulevard should the relief of this MIS be required in the future. This route would keep
the tunnel away from the Milwaukee River, which may result in more favorable
geotechnical conditions. Based on these considerations, it is recommended that the relief
tunnel be terminated south of West Mill Road near North Sidney Place.
Dropshafts
The dropshafts located at Mill and Sidney and 27th and Villard are required to transfer
flow from the MIS to the 27th Street tunnel, if the tunnel is isolated from the ISS by a
control structure. If the 27th Street tunnel is configured as a branch of the ISS without a
control structure, the dropshafts are not needed. The 27th Street tunnel branch will fill as
flow is delivered to the ISS from existing dropshafts.
During review of the alternatives, MMSD decided that the 27th Street tunnel should be
configured as a branch of the ISS; therefore, a control structure is not needed. The
dropshafts are not needed for hydraulic relief; however, the Mill Road dropshaft is
recommended to provide flushing of the tunnel, as discussed in the following section.
Maintenance
The 27th Street tunnel must be designed to prevent the accumulation of solids that can
lead to odor problems and diminish the storage capacity. Solids buildup has not been a
5-1
problem in the ISS, as verified during an inspection completed in 2002. Therefore, ISS
design criteria that impact scouring will be replicated for the 27th Street tunnel. The
primary criterion is the tunnel slope. The 27th Street tunnel will be designed with a 0.1
percent slope, the same slope used for the Northshore branch of the ISS.
Introduction of flow to the upstream end of the tunnel at the Mill Road dropshaft will
help to minimize solids deposition. Hydraulic calculations show that this slope will
provide sufficient scouring velocity during tunnel filling. As the tunnel fills, it will flow
at or near normal depth. The normal depth velocities for the tunnel, at a 0.1 percent
slope, range from about 2 to 5 feet per second (fps) at depths of 1.0 to 3.5 feet. This
exceeds the 2 – 3 fps velocity generally considered adequate to suspend settled solids.
These velocities are expected to scour and re-suspend solids that may have settled during
the previous tunnel fill cycle and convey the solids downstream.
The viability of a simple dry-weather flushing connection to the tunnel in lieu of the Mill
Road dropshaft was investigated as a means to reduce project costs by eliminating the
dropshaft system. With this concept, flow would be diverted from the MIS to the tunnel
during dry weather as a means of scouring any accumulated solids. The only practical
source of dry-weather flushing flow would be from the 72-inch MIS on West Mill Road.
The dry weather flow in this line is about 7 cfs, as determined during temporary flow
monitoring performed during the Spring of 2004. If all of the dry weather flow were
diverted to the upstream end of the 27th Street Tunnel, the resulting velocity in the tunnel
would be only 0.4 fps, which is not sufficient to scour settled solids. Therefore, a dry-
weather flushing connection would not provide any benefit at this location and it is
recommended that the Mill Road dropshaft be retained.
5-2
Chapter 6
RECOMMENDED ALTERNATIVE
Facilities Description
The recommended alternative is shown in Figure 9. The main component of the
alternative is a 21-foot finished diameter tunnel that would be constructed as an extension
to the ISS that connects to the existing North Shore Phase II tunnel near 31st and
Hampton. The tunnel would extend north along North 27th Street to West Mill Road, a
length of about 11,000 feet. Workshafts to be finished as permanent access shafts would
be required at West Hampton Avenue and West Mill Road. A carbon filter odor control
structure would be constructed at the top of the Mill Road shaft. A dropshaft would be
constructed near West Mill Road.
Diversion chamber DC0409 would need to be modified by adding an isolation gate on the
South Shore-bound side of the diversion chamber. This gate would close when the
separate sewer gates to the ISS close to prevent backflow to NS-3 from locations
downstream of DC0409.
Operational Strategy
It is proposed that the new tunnel be operated as an extension to the ISS. As such, it can
be operated in two different modes.
The first mode is to operate the ISS as is currently done, but with the recognition that an
additional 27 MG of storage is available. This will allow the system to capture more
sanitary sewer flow if the ISS control algorithm is modified to increase the volume
reserved for separate sewage inflow (VRSSI) by 27 MG. While this will result in some
reduction in SSOs throughout the MMSD service area for those wet weather events that
exceed the capacity of the ISS, the SSO reductions at individual bypass locations will be
small.
The second operational mode is to give preference to reducing overflows in the service
area that is tributary to the NS-3 dropshaft, with the objective of providing more
significant SSO reductions at those locations. When a specified volume is reached in the
ISS, all separate sewer gates except those that deliver flow to the NS-3 dropshaft and the
proposed Mill Road dropshaft would be closed. The NS-3 gates (NS-3 junction chamber,
DC0508, DC0507, and DC0409) and the gate to the Mill Road dropshaft would remain
open to allow continued relief of the MIS in the Port Washington Road project area.
Hydraulic simulations show that this operational scenario can be used to reduce
overflows at the bypasses in the Port Washington Road project area to the same level that
would be achieved if the 27th Street Tunnel were isolated from the ISS. In fact, for the
wet weather events that were simulated, the required storage volumes to eliminate
overflows in the Port Washington Road project area are less than what would be required
6-1
Hemlock Rd W
Mohawk Rd N
Skyline Ln
Bell Rd
Rd
Crossway Rd
Seneca Rd
Navajo Rd
Daisy Ln W
Recommended Alternative
Skyline Rd W
Lo ng acre
W
Pheasant Ln
Fa irla ne Ave
River Rd N
The Mall
Lake Dr
Pierron A ve N
Dr N
38th St N
Proposed Workshaft
W aysid e
Range Line Rd N
Lom
Rd
Dropshaft PP Y a te s
Navajo Ave N
Te u to
bar
Proposed Dropshaft
dy
Seneca Ave N
n
Sugar Ln W
Rd
ia S e
32n
PS0502
3 7 th
3 8 th
Fairchild Cir
70509
rvic e
Pump Station Roc helle Ave W

St N
Ct N
Beech Tree Rd N
Diversion Chamber
D ri ve
Bethmaur L n N
Braeburn Ln N
Greentree Rd
Crestwood B lvd N
Kiley Ave W Bernar d Ln W Green Tree Rd N
27th Street Storage
ValannaRelief
Ct W Sewer
Av e
d
a B lv
Edward Ln W
Ironw ood Ln N
Da MIS Edward Ln W
W
DC0406
Foxdale Rd
Elm Tree Rd N
r
Seville A ve N
M o n ic
ie
Rey nard Rd
n Vera A ve W
S Collector
BS0404
S id n
tN
Yates Rd
39th St N
S a n ta
ISS
ey P
Green Tree Rd W Green Tree Rd W

lN
38th Ct N
43
Ct
l ly
Apple Tree Rd W
Ho
Birch Hill Ct
S id
Green Bay A ve N
rN
Acacia Rd W Daphne Rd
0 Elm500
St W 1,000 2,000
ney
Acacia Rd W
Figure 9 lD
N
ah
Ct
Ri
Feet
Pl N
ve
e r ta
At
Kiehnau A ve W
rR
Cedar Ridge Ln N
d
A lb
Acacia Rd W
Sunn y Point Rd N
N
Acacia Rd
Modify Diversion Chamber
Alberta Ct N
Clover nook Ln W
Hyacinth Ln N
Bittersweet Ln W
Te u to
Su nset Ln
DC0409

n
School Rd
ia A ve
Mill Rd W Mill Rd W
Fa irfi
e ld C t
N
W
N
Lake Dr
Glen River Rd W
Berkeley Blvd N
Douglas Ave W
Bender Rd W
Bridgew ood Ln N Devon St E Lake Hill Ct E

Park Rd N
Lake Ter E
Flint Rd N

W
Kaul Ave W
Monrovia Ave E
Baker Rd N
Lydell Ave N
A lb e
Pa rk Rd N
rta L
Sunny Point Rd N
Berke ley Blvd N

S id
nN
37th St N
36th St N
ney
Wren A ve W M
ar
Pl N
ne
38th St N
Dr W Belle Ave E
Glen P ark Rd N
Maitland Ct N
Shore Dr N
32n
Rive rv
34th St N
d
e
eR
W
Shorela nd Ave N
W
27th St N
d St
Oriole Dr W
itte
Civic Dr
ta g
A rg y
Ln
Day Ave E
r on
N
Am
N
N
Dr
tF
es A
le A

Pl N
le
st
ico
or e
W
ve
ve N
nN
S ie ve rs
rF
t Ln N
Av
Pa
W
Lakeview Ave E
e
ea
gh
ra d
Thurston A ve W Lasalle Ave W

Ri v
BS0514
ei
/J
i se
l
S u n se
Ra
Beaumont Ave E
43

Ln
Ih -
N
Marlb oroug h Dr N
Mohawk Ave N
Silver Spring Dr W
13th St N
11th St N
32nd St N
34th St N
33rd St N
31st St N
De
20
Iroquois Ave N
x
27th St N
25th St N
Shoreland Ave N
te r
th
12th St N
Ne
Shasta Pl N
St
Av
i lP
N
eN
19th St N
Lo
lW
Bay Ridge Ave N
Diversey Blvd N
Kinzie St W
ng
Navajo Ave N
24 th St N
Isl
35th St N
an
Hollywood Ave N
d
g to n
Dr
A ve
33rd St N
Custer A ve W Lawn A ve W W
N
Lawn A ve W
Iro nw oo d
Kent Ave N
34th St N
Rohr Ave W
DC0508
28th St N
Rohr Ave W
29th St N
26th St N
Ln
V il la rd
A ve W
Dr M a
Henry Clay Ave W Henry Clay St E

19th St N
BS0505
rtin L u
Eggert P l W
38th Pl N
Eggert P l W
38th St N
Lancaster Ave W
19th St N
19th Pl N
20th St N
th e
DC0507
r K in g
28th St N
33rd St N
Colfax Pl W
31st St N
Fairmount A ve W M
22nd St N
ar
J r Dr
ne
30th St N
Av
27th St N
e Chateau P l E
W
NS-2
20th St N
Stark St W Stark St W Chateau A ve W

Stark St W
24th Pl N
26th St N
18th St N
Ho p
21st St N
DC0504
k
in s
Hampton A ve W
22nd St N
St N
Idlewild Ave N
23rd St N
36th St N
30th St N
34th St N
32nd St N
Pa
lW
43
P
Ro c k
31st St N
rk w
Courtland A ve W Pu
rd u
ay
e
BS0516
St Eula Ct W
W
Av
29th St N
eN
Glendale Ave W
38th St N
27th St N
24th St N
28th St N
23rd St N
35th St N
24th Pl N
2 6 th S
At
DC0503
ki n
so
22nd St N
n
21st St N
Av
BS0515
tN
20th St N
e
W
Cornell St W
Congress St W Congress St W Estabrook B lvd

N
15th St N
14th St N
19th St N
18th St N
17th St N
16th St N
19th Pl N
N
NS-3
St
St
th
th
26
25
if the 27th Street Tunnel were to be operated as an isolated facility. This is because the
proposed operational strategy provides more optimal use of the ISS pumping capacity
during the peak portions of wet weather events. Keeping the NS-3 gates open allows
flow from the NS-3 tributary area to be “pumped through” the ISS to treatment because
the ISS pumpout roughly matches the inflow to the ISS at the NS-3 dropshaft near the
peaks of the simulated wet weather events. With the current operating strategy and
tunnel size, the NS-3 gates must close when the ISS reaches capacity, resulting in
overflows from the NS-3 tributary area.
Instrumentation and Control
Instrumentation and control requirements for the proposed facilities are as follows:
Diversion Chamber DC0409
A new sluice gate is to be installed on the South Shore-bound side of Diversion Chamber
DC0409. Electrical power and telemetry are already available at this site. The operator
for this gate would be tied into the existing control facilities at the site. The ISS control
strategy will need to be modified to incorporate this gate into the strategy.
Mill Road Diversion Chamber
A new diversion chamber is to be constructed to divert flow to the Mill Road drophsaft
from the 72-inch MIS that extends south from DC0409. Sluice gates will be required on
the outlets to both the MIS and the dropshaft. The ISS control strategy will need to be
modified to incorporate operation of these gates into the strategy. An ultrasonic level
element is recommended for measuring level in the diversion chamber.
Mill Road Approach Channel
An ultrasonic level element is recommended for measuring depth in the approach channel
to the dropshaft. The level measurement can be converted to a flow rate using a rating
curve, as done for all other MMSD dropshafts.
Land Requirements
Acquisition of land is recommended at both workshaft sites to provide the required space
for construction staging. The properties recommended for acquisition are listed in Table
1.
Permanent easements will be required along the tunnel alignment. The required
easements are listed in Table 2.
6-4
Table 1. Properties Recommended for Acqusition
Assessed Escalated Estimated

Tax Key Cost of Cost of Total
Site Description Parcel Address Owner Parcel Use Assessed Value Value Assessed Comments Area
Number Demolition Relocation Cost
Escalation Value (Acres)
Land Improvements Total
William S. Vacant Relocation of
Browning, Land Clear Channel
3000 W. Robert J. & Outdoor
Hampton Robert A. Advertising
1 A 207-0401-112 Ave. Desmarais $50,000 $0 $50,000 25% $62,500 $52,000 $15,000 $129,500 Sign 2.1
2 Family Owner
2952-2954 Bldg Occupied
W. Residence
Hampton Frank plus one
1 32nd St. & B 207-0824-000 Ave. Wilbourn $5,100 $61,600 $66,700 25% $83,375 $12,200 $42,500 $138,075 tenant 0.2
Hampton Ave.
Vacant No
2944 W. Land Relocation.
Hampton City of No
1 C 207-0823-000 Ave. Milwaukee $4,200 $0 $4,200 25% $5,250 $0 0 $5,250 demolition 0.2
2938 W. 2 Family
Hampton Sadie J. Bldg Two tenants-
1 D 207-0822-000 Ave. Carter $5,100 $47,600 $52,700 25% $65,875 $9,500 $23,000 $98,375 Residential 0.1
2930 W. Dale T. Single Owner
Hampton Smith & Family Occupied
1 E 207-0821-000 Ave. Debra, HW $5,300 $43,200 $48,500 25% $60,625 $7,400 $33,000 $101,025 Single Family 0.1
Total 2.7
Mill Rd & Vacant Vacant

Sidney Pl. 5-K Office/ building as of
2737 W. Investments Warehouse
3/7/05. No
2 A 159-8996 Mill Rd LLC $147,000 $171,000 $318,000 25% $397,500 $23,000 $0 $420,500 Relocation 1.8
Total 1.8
6-5
Table 2. Permanent Easement Parcels
Number Tax Key Owner's Name Parcel Address
1 2300271200 Mary S Gustin-Anderson 4783 N 30th Street
2 2079983110 Wis & Southern Railroad 4871 N 32nd Street
3 2070302100 No Information No Information
4 2070746112 City of Milwaukee 2931 W Cameron Avenue
5 2070746111 City of Milwaukee 2919 W Cameron Avenue
6 2070671000 Miguelina Garcia 2906 W Cameron Avenue
7 2070670000 Carl E Kemp 2900 W Cameron Avenue
8 2070677000 Hadeer Matloub, Member of Substantial LLC 4979 N Teutonia Avenue
9 2070678000 Heins Trust D 12-5-95 4971 N Teutonia Avenue
10 2070641000 Herbert & Florence Barland 2812 W Fairmount Avenue
11 2070643000 William Kaduntz 5020 N Teutonia Avenue
12 2070639100 Raney Watson 5025 N 28th Street
13 2070638000 Rose Kirk 5029 N 28th Street
14 2070637000 Freddie B Rose & Classie M 5033 N 28th Street
15 2070636000 Freddie Rose 5037 N 28th Street
16 2070635000 Brienne H Mallett 5041 N 28th Street
17 2070634000 Leatha M Morse & Suzette M Morse 5045 N 28th Street
18 2070633000 Rita A Burks 5049 N 28th Street
19 2070632000 Robert Quesada 5053 N 28th Street
20 2070631000 5055 N 28th Street LLC 5055 N 28th Street
21 2070627000 Delanda Jones 5060 N 28th Street
22 2070628000 Mark C Landry & Anita, HW 5066 N 28th Street
23 2079991100 Milwaukee County 5100 N Teutonia Avenue
24 2070801000 Richard Esquivel 5141 N 27th Street
25 2070802000 Elizabeth Anne Hieb 5151 N 27th Street
26 1930455000 Mary Ellen Gremore 5163 N 27th Street
27 1930454000 Charlie E Hubbert 5169 N 27th Street
28 1930453000 Vonda K Butler 5175 N 27th Street
29 1709998100 Wis & Southern Railroad 2826 W Silver Spring Drive
6-6
Number Tax Key Owner’s Name Parcel Address
30 1709937000 Michael A Sykes 2707 W Carmen Avenue
31 1700385120 Gregory W Nawrocki 2728 W Bobolink Avenue
32 1590051000 GLM Holdings 6000 N Teutonia Avenue
33 1599984000 Chicago & Northwestern 6304 N Teutonia Avenue
34 1599983200 Wisconin Electric Power Co 2901 W Mill Road
35 1599960100 Wisconsin & Southern 2901 W Mill Road
36 1599000 Wisconsin & Southern -
37 1598999 Wisconsin Electric Power Co -
38 1598997 Chicago & Northwestern -
6-7
Utility Impacts
No major utility relocations are anticipated for the project. Utilities near the shaft sites
are listed in Chapter 4. These will need to be protected during construction in these
areas.
Cost Estimate
A preliminary estimate of cost was prepared for the recommended alternative based on
currently available information. The estimate is based on the following:
• The design life is 50 years.
• Construction costs are based on an anticipated bid date in the first quarter of 2007.
• A contingency of 25 percent is included in the estimated construction cost.
• The capital cost includes an allowance for technical services, which includes
engineering design, engineering services during construction, resident engineering
services, and other construction-related administrative costs. This allowance is
assumed to be 20 percent of the total construction cost (including the 25 percent
contingency).
• An equipment repair cost is included in the Operation and Maintenance (O&M) cost
and is 1 percent of the initial construction cost of facilities with mechanical
equipment.
• The design life of mechanical, electrical, and instrumentation equipment is assumed
to be 20 years.
• The preliminary design includes an activated carbon odor control structure that would
be constructed on the top of the Mill Road Access Shaft. Although odor has not been
a problem with the existing ISS, provisions are being made for this facility to be
consistent with the design of the existing ISS. The construction cost of the odor
control facility is estimated to be about $700,000.
The final project costs and resulting project feasibility will depend on actual labor and
material costs, competitive market conditions, actual site conditions, final project scope,
implementation schedule, continuity of personnel and engineering, and other variable
factors. As a result, the final costs may vary from the preliminary estimate presented
below.
The estimated construction, capital, and O&M costs for the recommended alternative are
summarized in Table 3.
6-8
Table 3. Summary of Estimated Costs
Parameter Cost
($ millions)
st
(1st Quarter 2007)
6-9
Appendix A
PROJECT DELIVERY ANALYSIS
TABLE OF CONTENTS
SUMMARY OF WORK............................................................................................... A-1
STRATEGIES FOR CONTRACT PACKAGING.................................................... A-2

SINGLE CONTRACT ...................................................................................................... A-2
MULTIPLE CONTRACTS ................................................................................................ A-2
RECOMMENDATIONS FOR CONTRACT PACKAGING................................... A-4
CONSTRUCTION SEQUENCE ................................................................................. A-7
DESIGN AND CONSTRUCTION SCHEDULE ....................................................... A-8
FIGURES
A-1 FINAL DESIGN AND CONSUTRUCTION SCHEDULE ................................. A-9
TABLES
A-1 MAJOR WORK ELEMENTS .............................................................................. A-1
A-2 DETAILED DESCRIPTIONS FOR MAJOR WORK ELEMENTS ................... A-4
i
SUMMARY OF WORK
The recommended alternative for the Milwaukee Metropolitan Sewerage District
(MMSD) Port Washington Road Relief Sewer project is an extension to the Inline
Storage System (ISS). This tunnel extension has two workshafts and one connecting
tunnel from the Hampton Avenue workshaft to the existing ISS tunnel near North 31st
Street at West Hampton Avenue (31st and Hampton). The main tunnel is approximately
10,600 feet long with a 21 foot finished diameter. The connecting tunnel is
approximately 300 feet in length with an 18 foot finished diameter. A diversion structure
and dropshaft are to be provided near West Mill Road to convey flow to the upstream end
of the tunnel extension. An isolation gate is to be added on the South Shore-bound side
of Diversion Chamber DC0409. Table A-1 lists the major work elements of the project.
Table A-1. Major Work Elements

Work Category Quantity
Main Storage Tunnel 21 ft inside diameter; 10,600 lf (center to
center Hampton Avenue to Mill Road
workshafts)
Connecting Tunnel 18 ft inside diameter; 300 lf (from edge of
the ISS connection to center of Hampton
Avenue workshaft)
Workshafts 2
Ventilation and Odor Control Structure 1 - Top of the Mill Road access shaft
Dropshaft 1
Diversion Structure 1
Existing Structure Modifications 1 - DC0409 modifications
Miscellaneous:
Tunnel Operational Instrumentation
Site Finishing/Restoration
Mechanical/Electrical Installation
A-1
STRATEGIES FOR CONTRACT PACKAGING
The packaging of the project construction elements for construction contracts affects
funding, design, permitting, construction, project cash flow, and construction
management. The contract-packaging concept should focus on combined construction
elements that optimize bid price competition by qualified contractors and balance the
MMSD's exposure to risks inherent in the work. To accommodate this philosophy,
physical interfaces should be minimized, work packages should be composed of
rationally related work elements, and packages should be scoped and scheduled for bid to
achieve the greatest advantage from anticipated market conditions and competitive
environments.
The bid packaging option for the project lies between the extremes of a single project
contract and multiple contracts.
Single Contract
The most cost effective approach in a contract packaging process is to limit interfaces
between contracts, conflicts in work areas, and duplication of contractor management
requirements. This project can accommodate one large contract encompassing all of the
major work items. A major contract such as this will interest large national construction
firms and joint venture bidders, but it may decrease local firms' participation unless they
are subcontractors. Scheduling risks will be transferred to the contractor because he will
have to coordinate the work and subcontractor participation. Managing the project
schedule between major work elements will also be vested in the contractor. This
provides single-source responsibility for the entire project.
Multiple Contracts
The recommended project includes numerous elements that could be combined into a
number of potentially smaller contract packages. While large dollar value contract
packages tend to increase the participation of non-local national construction firms,
smaller contract packages promote the involvement of local firms and minority/women
business enterprises; however, many elements of these construction packages will require
specialized talents and management skills. To be cost effective, these work elements
should, to the greatest extent, be grouped together within specialized contracts. The
major benefit of multiple contracts is that they allow the owner to design a contract
package that maximizes the involvement of large, national firms, specialty contractors,
and smaller local construction companies. Timing the release of the individual bid
packages can also control the construction volume and schedule.
The tunnel project may be broken into many smaller contracts, such as one tunnel
contract, two workshaft contracts, one dropshaft contract, and a contract for the existing
structure modifications. The construction elements that appear to be within the
capabilities of local, small firms are the construction of the near surface facilities,
including the modifications of existing structures.
Multiple contracts will require MMSD to coordinate the efforts of the contractors. This
A-2
usually results in increased administrative costs and an increased potential for claims if
the execution of activities of one contractor delay the progress of another contractor.
A-3
RECOMMENDATIONS FOR CONTRACT PACKAGING
Based on the above discussion, it is recommended that all of the project work elements
be incorporated into a single contract package. The construction package would include
the main tunnel, the connecting tunnel, workshafts, dropshaft, diversion structure, and
modification of the existing diversion structure. Descriptions of the work elements to be
included in the contract are provided in Table A-2.
Table A-2. Detailed Descriptions for Major Work Elements
General Conditions and Overhead

i Supervision, job and home offices expenses
ii Permits, Insurance and Bond costs
iii Testing and site maintenance elements
Move in and Site Preparation
i Main site, Hampton Avenue workshaft site
ii Mill Road workshaft site
Excavate and Line Hampton Avenue Workshaft
i Install temporary excavation support
ii Excavate overburden in shaft
iii Excavate bedrock by drill and blast
iv Spoils removal for overburden and rock excavation
v Line shaft
vi Restore site
Excavate and Line Mill Road Workshaft
v Line shaft
vi Restore site
A-4
Excavate and Line Mill Road Dropshaft
v Line shaft
vi Drill and line vent shaft
vii Restore site
Construct Mill Road Diversion Chamber, Approach Channel, and Vortex
Generator
ii Excavate overburden
iii Spoils removal for overburden excavation
v Construct diversion chamber
vi Construct connecting pipe, approach channel, and vortex generator
vii Restore site
Excavate and Line Main Tunnel
i Purchase TBM, backup equipment and rolling stock
ii Excavate starter and tail tunnels, and develop shaft bottom
iii Assemble TBM and shaft plant
iv Drive main tunnel and remove spoil
v Equipment maintenance
vi Dismantle and remove TBM at Mill Road workshaft
vii Line main tunnel, starter tunnel and tail tunnel
viii Contact grout tunnel and cleanup invert
Remove Excavation Water
i Plant purchase and operational expenses
ii Labor costs
viii Clean and remove flow sediments from site
A-5
Excavate and Line Connecting Tunnel at Hampton Avenue
i Excavate connecting tunnel
ii Line connecting tunnel
iii Contact grout tunnel and cleanup invert
Excavate and Line Connecting Tunnel and Deaeration Chamber at Mill Road
i Excavate connecting Tunnel
ii Excavate deaeration chamber
iii Line connecting tunnel and deaeration chamber
iv Contact grout tunnel and cleanup invert
Modify DC0409 Diversion Structure

i. Bypass flow
ii. Install Sluice Gate
iii. Remove Bypass
A-6
CONSTRUCTION SEQUENCE
The contractor will mobilize at the Hampton Avenue workshaft site. Construction of the
overburden support wall for the shaft will commence several months after the mobilization.
Bottom development at the Hampton Avenue workshaft includes the excavation of starter and
tail tunnels, the installation of shaft plants such as hoists, conveyors, and utilities, and the
assembly of the Tunnel Boring Machine (TBM). Bottom development will take approximately
five months. The mining of the main tunnel is expected to start from the Hampton Avenue
workshaft and extend northward toward the Mill Road workshaft. The TBM advance rate is
expected to be an average of 70 feet per day.
Construction of the Mill Road workshaft is expected to occur concurrently with the main tunnel
excavation. This shaft would serve as the exit shaft for the TBM.
Construction of the Mill Road diversion chamber and dropshaft is also expected to proceed
concurrently with the main tunnel construction. The connecting tunnel and deaeration chamber
between the Mill Road dropshaft and workshaft could be constructed upon completion of those
shafts, prior to completion of mining of the main tunnel.
The connecting tunnel to the ISS will be constructed after the excavation of the main tunnel. It
will be mined using drill and blast methods. “Holing through” to the ISS should be one of the
last tasks to be completed. This needs to be scheduled during a period when the ISS is not
expected to be in use. The ISS will need to be taken offline during this period. This sequence of
operations will be further reviewed and refined during final design to more completely define
work-scheduling requirements.
The modifications to DC0409 can be completed anytime during the project construction
schedule.
A-7
DESIGN AND CONSTRUCTION SCHEDULE
The anticipated design and construction schedule is shown in Figure A-1. Final design is
expected to take about 1 year. Construction of the project is expected to take about 30 months.
A-8
Final Design and Construction Schedule
ID Task Name Duration Start 2006 2007 2008 2009 2010
A SOND J FMAM J J A SOND J FMAM J J A SOND J FMAM J J A SOND J FMAM J J A SOND J FM
1 Notice to Proceed - Design 0 wks Mon 9/12/05 9/12
2 Final Design 52 wks Mon 9/12/05
3 Submit Essentially Complete Documents 0 wks Fri 9/8/06 9/8
4 MMSD/WDNR Review 4 wks Mon 9/11/06
5 Receive MMSD/WDNR Comments 0 wks Fri 10/6/06 10/6
6 Final Fixup 4 wks Mon 10/9/06
7 Submit Final Documents 0 wks Mon 11/6/06 11/6
8 Print Documents 4 wks Mon 11/6/06
9 Advertise for Bids 0 wks Fri 12/1/06 12/1
10 Bidding Period 9 wks Mon 12/4/06
11 Receive Bids 0 wks Fri 2/2/07 2/2
12 Bid Review and Award 9 wks Mon 2/5/07
13 Notice to Proceed - Construction 0 wks Fri 4/6/07 4/6
14 Construction 130 wks Mon 4/9/07
15 Substantial Completion 0 wks Fri 10/2/09 10/2
Task Milestone External Tasks
Figure A-1 Split Summary External Milestone
Progress Project Summary Deadline
Page 1
Appendix B
CONSTRUCTABILITY ANALYSIS
TABLE OF CONTENTS
INTRODUCTION......................................................................................................... B-1
SUMMARY OF GEOTECHNICAL INFORMATION............................................ B-2

SOIL CONDITIONS/TOP OF ROCK .................................................................................. B-2
ROCK TOPOGRAPHY ..................................................................................................... B-2
BEDROCK STRUCTURE ................................................................................................. B-2
ROCK MASS QUALITY.................................................................................................. B-3
ROCK STRENGTH ......................................................................................................... B-3
GROUNDWATER CONDITIONS ...................................................................................... B-4
TUNNELING GROUND CLASSIFICATIONS ........................................................ B-5
ANTICIPATED TUNNELING GROUND CONDITION.......................................................... B-5
TUNNEL CONSTRUCTION TECHNIQUES ........................................................................ B-6
TUNNEL BORING MACHINE.......................................................................................... B-6
Shielded Machine.....................................................................................................B-7
Unshielded Machine ................................................................................................B-7
DRILL AND BLAST METHOD ........................................................................................ B-8
TUNNEL CONSTRUCTION ...................................................................................... B-9
PROJECT CONSIDERATIONS .......................................................................................... B-9
PERFORMANCE REQUIREMENTS ................................................................................... B-9
CONNECTION TO NORTH SHORE BRANCH OF ISS....................................................... B-10
GROUNDWATER CONTROL AND GROUTING ............................................................... B-11
Probing and Pre-excavation Grouting ..................................................................B-11
Panning ..................................................................................................................B-12
Tunnel Lining .........................................................................................................B-12
Contact and Cut-off Grouting................................................................................B-12
Tunnel Groundwater Discharge ............................................................................B-13
WORKSHAFT CONSTRUCTION .......................................................................... B-14
OVERBURDEN SUPPORTS ........................................................................................... B-14
Driven Steel Interlocking Sheeting ........................................................................B-14
Soldier Pile and Timber Lagging...........................................................................B-14
Fabricated Steel Liner Plates ................................................................................B-14
Freeze Wall/Concrete Diaphragm Wall ................................................................B-15
INITIAL SUPPORT IN BEDROCK ................................................................................... B-15
Rock Dowels...........................................................................................................B-15
Shotcrete ................................................................................................................B-15
SOIL/ROCK INTERFACE .............................................................................................. B-15
SHAFT EXCAVATION TECHNIQUES ............................................................................. B-16
Overburden Soils ...................................................................................................B-16
Bedrock ..................................................................................................................B-16
GROUNDWATER CONTROL AND DEWATERING ........................................................... B-16
FINAL SHAFT LINING AND BASE SLAB ....................................................................... B-17
i
Concrete Lining .....................................................................................................B-17
Invert Slab..............................................................................................................B-17
DROPSHAFT CONSTRUCTION ............................................................................ B-19
SMALL SHAFT CONSTRUCTION IN OVERBURDEN AND ROCK ..................................... B-19
DEAERATION CHAMBER CONSTRUCTION ................................................................... B-20
NEAR SURFACE CONSTRUCTION...................................................................... B-21
WORKSHAFT SITES................................................................................................ B-22

HAMPTON AVENUE WORKSHAFT SITE ....................................................................... B-22
MILL ROAD WORKSHAFT AND DROPSHAFT SITE ....................................................... B-22
TABLES
B-1 CORE RECOVERY AND RQD BY ROCK TYPES ............................................B-3
B-2 SUMMARY OF LABORATORY TEST RESULTS IN ROCK (INTACT
ROCK) ....................................................................................................................B-3
B-3 SUMMARY OF PIEZOMETRIC AND STANDING WATER
ELEVATIONS........................................................................................................B-4
B-4 TUNNEL GROUND CLASSIFICATION .............................................................B-5
B-5 ANTICIPATED INITIAL SUPPORTS..................................................................B-5
ii
INTRODUCTION
The selected alternative for the Milwaukee Metropolitan Sewer District (MMSD) Port
Washington Road Relief Sewer project includes the construction of a 10,600-foot long,
21-foot finished diameter tunnel (hereafter referred to as main tunnel in this appendix), a
300-foot long, 18-foot finished diameter connection tunnel to the existing Inline Storage
System (ISS), two 30-foot finished diameter workshafts, one dropshaft system, and
modifications to Diversion Chamber DC0409. Excavation of the main tunnel will
commence in the Hampton Avenue workshaft located north of West Hampton Avenue
and advance northward along North 27th Street to the Mill Road workshaft site. The
main tunnel will connect to the existing ISS through the connecting tunnel that extends
southward from the Hampton Avenue workshaft. The main tunnel will have a grade of
0.1 percent.
B-1
SUMMARY OF GEOTECHNICAL INFORMATION
The Preliminary Geotechnical Data Report (GDR) for the MMSD Port Washington Road
Relief Sewer (Appendix H) provides detailed descriptions of the soil and rock conditions
that may be encountered during the tunnel excavation. The major geotechnical issues for
tunnel construction are summarized in this section. Figure 8 in the Preliminary
Engineering Report shows the top of rock elevation for the 27th Street alignment, based
on an existing boring and two deep borings completed for this project.
Soil Conditions/Top of Rock
The characteristics of the soil are important for shaft construction; however, detailed soils
characterization was not completed for the preliminary design, but will be included in the
final design. The overburden thickness at the boring sites, at the intersections of North
27th Street at West Villard Avenue (27th and Villard) (WA-1) and West Mill Road at
North Sidney Place (Mill and Sidney) (WA-2), are 124 feet and 59 feet, respectively,
based on top of rock elevations encountered during the exploration program.
Rock Topography
The bedrock topography in the study area is formed by Milwaukee (Devonian Age rock),
Thiensville (Devonian Age rock), Waubakee (Silurian Age rock), and Racine Formations
(Silurian Age rock). Tunneling experience in the Milwaukee area has shown that where
Devonian Age rock forms the top of rock, topographical relief of tens of feet over plan
distances of 100 feet of the bedrock surface is common. There are indications of a
bedrock valley that extends from 27th and Villard to the east and northeast.
Bedrock Structure
Based on the preliminary GDR, the majority of faults and joints observed in the North
Shore Phase II Tunnel belong to two joints sets, which also impacts the tunneling activity
of this project. These sets are: Strike N47 W, Dip 89 NE, and Strike N41 E, Dip 89 NW.
The regional dip of the rock formation is about 1 degree (90 ft/mile) to the east. It is
expected that a geological section perpendicular to the dip along the strike will show
formation boundaries that are close to horizontal except where these boundaries have
been displaced by faulting.
From the tunnel geologic map of the North Shore Phase IIA Tunnel, a series of fault
zones between stations 405+40 and 400+ 43, a distance of about 500 feet, were observed.
These stations are in the southern vicinity of the existing NS-2 dropshaft site and south of
the proposed Hampton Avenue workshaft site. It is anticipated that about 500 feet of
tunnel construction may encounter these fault zones near the Hampton Avenue
workshaft.
B-2
Rock Mass Quality
Table B-1 summarizes the ranges of core recovery (Rec) and Rock Quality Designation
(RQD) information by rock type based on the preliminary GDR.
Table B-1. Core Recovery and RQD by Rock Types

Boring Thiensville Waubakee Racine Waukesha
No. Rec % RQD % Rec % RQD % Rec % RQD % Rec % RQD %
WA-1 NA NA NA NA 95-100 92-100 99-100 89-100
WA- 71-100 36-71 94-100 76-95 98-100 94-100 100 96
2B
Considering only the RQD information, the most competent rock types appear to be in
the Racine and Waukesha Formations. Based on the geologic profile (Figure 8 of the
Preliminary Engineering Report), only the Racine and Waukesha Formations would be
encountered in the proposed tunnel horizon, while the Thiensville and Waubakee
formations would be encountered in the Mill Road workshaft.
Rock Strength
Laboratory data from the preliminary GDR indicates that the maximum Unconfined
Compressive Strength (UCS) of rock is about 21,000 psi, and the average Splitting
Tensile Strength (STS) is 1,692 psi along the proposed tunnel alignment. Maximum and
average UCS and STS for all test results are shown in Table B-2. Evaluations of tunnel
construction experiences in the Milwaukee area will be performed as part of the final
design phase.
Table B-2. Summary of Laboratory Test Results in Rock (Intact Rock)
Splitting
Boring Sample Bulk Unit Tangent
Tensile UCS (psi)
No. No. Weight (pcf) Modulus (psi)
Strength (psi)
WA-1 2 - 1,815 - -
WA-1 3 172 - 19,958 9.56E+06
WA-1 4 - 1,640 - -
WA-1 5 159.4 - 19,078 8.65E+06
WA-1 6 - 1,640 - -
WA-1 7 162.8 - 25,002 7.63E+06
WA-1 8 - 1,672 - -
Average 164.7 1,692 21,346 8.61E+06
B-3
Groundwater Conditions
The principal storage and means of transfer of water in the Silurian dolomites are
discontinuities, such as bedding, joints and faults. Solutioning of these features provides
greater capacity for storage and higher initial inflows when intercepted in tunnels.
Experience in MMSD deep rock tunnels shows that when not overlain by the Thiensville
Formation (a major aquifer), the inflows diminish rapidly with time as storage is
depleted. Solutioned openings, such as pipes yielding high inflows, were also
encountered in the Racine Formation in those tunnels.
Water pressure testing was conducted in all of the rock portions of the boreholes. The
calculated permeability (or hydraulic conductivity) for the Silurian dolomites in Borehole
WA-1 was in the range of 1x10-5 cm/sec and higher. Borehole WA-2 has a permeability
value of 3.6X10-2 cm/sec for the depth increment between 229 to 249 feet in the Racine
Formation with remaining values in the range of 3x10-3 to 5x10-4 cm/sec. The Devonian
Age Thiensville Formation, which forms the top of rock at borehole WA-2, yielded a
high permeability value of 1.6x10-3 cm/sec.
To provide information on groundwater levels, open stand-pipe piezometers were placed
in boreholes WA-1 and WA-2B. Table B-3 shows the recorded water elevations.
Table B-3. Summary of Piezometric and Standing Water Elevations

Groundwater Elevation (ft, MMSD)
Boring/Piezometer No.
10/7/2004 10/15/2004 12/15/2004
WA-1 Piezometer -42.53 -41.78 -42.30
Groundwater Elevation
WA-2B Piezometer -- 65.77 70.82
Groundwater Elevation
B-4
TUNNELING GROUND CLASSIFICATIONS
Anticipated Tunneling Ground Condition
Based on the data from three boreholes (two of which were completed for this project),
most of the tunnel excavation will be through ground conditions having an RQD of 89%
to 100% along the proposed deep tunnel alignment. However, the tunneling experience
on the North Shore Phase IIA Tunnel program indicates that fault zones are expected in
the southern end of the main tunnel and the connecting tunnel to the ISS. The
distribution of the anticipated tunneling ground condition in the preliminary design is
estimated in Table B-4. This distribution will be confirmed during the final design when
more subsurface information along the alignment is available.
Table B-4. Tunnel Ground Classification

Tunneling Ground Condition Main Tunnel
Good 72%
Average 25%
Very Difficult 3%
"Good Tunneling Ground" comprises ground of hard and stratified to hard and intact rock
where the RQD is mostly above 90 % and the rock mass is basically stable during
excavation.
"Average Tunneling Ground" comprises ground of moderately blocky to massive,
moderately jointed rock where the RQD is generally between 75 and 90 %.
"Very Difficult Tunneling Ground" is limited to rock mass approaching a fault zone or
areas where the RQD drops below 25 %. Such ground is extremely blocky and seamy to
crushed with frequent zones of sheared rock and the potential for slaking and/or
squeezing behavior. In addition, tunneling conditions could worsen if the orientation of
the tunnel alignment is found subparallel to the geologic trend.
Based on tunneling experience in the Milwaukee area, the preliminary tunnel initial
support designs are summarized in Table B-5.
Table B-5. Anticipated Initial Supports

RQD Initial Support Systems
Greater than 90% None
From 75% to 90% Occasional to pattern rock dowels on 6-ft centers
From 50% to 75% Pattern rock dowels on 6-ft centers
Smaller than 50% Steel ribs with steel mat lagging on 4-ft centers
B-5
Tunnel Construction Techniques
The main tunnel of this project will likely be excavated using a Tunnel Boring Machine
(TBM), a practical excavation method for the 2-mile tunnel length being considered.
Drilling and blasting operations are adaptable to excavating the connecting tunnel from
the Hampton Avenue workshaft to the existing ISS. Based on the average UCS of the
rock, tunnel excavation by roadheader will be difficult; however, the final selection of the
type of excavating equipment to be used for the construction of this connecting tunnel
will be the sole choice of the contractor. Several alternative means and methods are
possible. The actual determinate will be based on the proposed tunnel configuration, the
contractor's interpretation of the geotechnical and tunneling conditions, tunnel support
requirements, project schedule and equipment performance evaluation.
Tunnel Boring Machine
The TBM is a mechanized piece of equipment designed specifically for tunnel
construction in soil or rock. The typical hard ground TBM is composed of a full circular
cutter head with a number of rock cutter bits spaced over the cutter head face. The cutter
bit for application in hard rock generally consists of a hardened steel disc cutter. The
disc cutter is pushed against the rock face making a groove on the surface as the cutter
head rotates. The excavation is completed by the formation of rock chips due to a brittle
fracturing of the rock material. A set of gauge cutters on the cutter head’s outside edge
produces the final excavated diameter. In poor bedrock conditions where face stability is
a potential problem, recessed cutters are adopted to protect the cutter head from jamming
into the face. Material excavated from the face is conveyed through openings in the
cutter head to the main body of the machine where it may be unloaded onto muck trains
or conveyors for haulage away from the heading.
The main machine body of the TBM is mounted behind the cutter head and remains
stationary while the cutter head is rotated and advanced. Forward thrust is obtained by
hydraulic pistons pushing off the main body of the machine. Massive grippers pressed
against the tunnel wall maintain the position of the TBM during the excavation process.
If poor ground conditions are anticipated, in which the tunnel wall would become
unstable and unable to provide the reaction for the grippers, the TBM may be advanced
by pushing itself against a steel set or other specially designed initial support or jacking
structures.
Electrical power is supplied to the heading through a power cable towed behind the
TBM. Other utility supplies for the heading activities, such as communications,
compressed air, water discharge lines, and light strings are usually mounted on the tunnel
wall after the passage of the machine.
A trailing gear structure is towed behind the TBM, which houses electrical transformers,
hydraulic tanks, dust suppression equipment, ventilation, and a conveyor transfer point
for the TBM muck conveyor. The trailing gear provides adequate work space and lifting
facilities for material handling. A work platform may be erected to perform grouting if
required.
B-6
Two general types of TBMs, shielded and unshielded, are available on the market. They
are designed to adapt to various ground conditions that may be encountered during tunnel
excavation.
Shielded Machine
The shielded machine is generally used in tunneling conditions where ground stability is
a major concern; it usually accommodates the capability of installing precast segmental
linings directly behind the advancing TBM. The machine is encased in a single or
telescoping (double shield) steel tubular shell (or shield) to provide continuous support
for the workers.
Based on the current subsurface exploration program data, it is not likely that this type of
TBM will be needed for this project.
Unshielded Machine
The unshielded TBM is usually employed where the rock is expected to be competent
and will have adequate stand-up time for placing initial ground support. Cast-in-place
concrete lining is usually placed at a later time after the completion of the tunnel
excavation. Similar to the shielded machine, the front of the unshielded machine is
equipped with a full-face cutter head and support to maintain stability at the heading and
to facilitate tunnel excavation. However, the main body of an unshielded TBM is not
enclosed in a full shield but only a partial finger shield over the crown to protect the
miners and the machine from minor rock falls. Sometimes referred to as a main beam
machine, the main body of this type of TBM is mounted on a continuous carrier beam
that provides flexibility in steering.
A typical mining cycle begins with the gripping action performed by gripper pads
extended against the sidewall of the tunnel. During boring, the gripper assembly remains
stationary while the cutter head, cutter head support, and the main beam move forward a
distance equal to the stroke of the thrust cylinder. After the bore stroke is completed, the
weight of the TBM is shifted to a pair of rear leg supports allowing the gripper pads to be
withdrawn from the tunnel wall. The thrust cylinders are retracted and the gripper
assembly is advanced forward along the main carrier beam for the next boring cycle.
Depending on the ground conditions to be encountered, the initial ground support
systems may vary from isolated rock dowels, pattern rock dowels, to full steel rib and
steel mat lagging. The open design of the TBM allows continuous evaluation of the
ground conditions and the type of support to be used. Installation of initial tunnel support
such as rock dowels is typically performed underneath the protection of the finger shield.
In poorer ground conditions where steel rib and lagging are required, a special ring beam
erector for assembly of steel ribs behind the cutter head may also be incorporated into the
TBM design.
This type of TBM is likely to be used for the main tunnel excavation of this project,
based on the available geotechnical information to date.
B-7
Drill and Blast Method
For short tunneling distances and changing bedrock conditions, fully mechanized
tunneling equipment such as a TBM may not be cost efficient or effective. A traditional
drill and blast excavation approach is likely to be more adaptive to these conditions.
However, progress is limited and the cost per unit volume is much higher. A drill and
blast operation will likely be used in excavating the connecting tunnel between the main
tunnel and the ISS.
Major equipment necessary for a large scale, extensive drill and blast operation includes
a drill jumbo with multiple drills. A drill jumbo may be self-propelled machinery
mounted on rubber-tires or a crawler, or a simple work deck that rides along the tunnel
track for the longer drive. An air or hydraulic drill on an extended hydraulic boom
allows the drilling of the blast holes to be completed at any angle and at any location of
the tunnel heading.
Blast holes are laid out in a pattern and the explosives placed in the proper sequence to
obtain the best breakage and muck pile formation. To minimize over-break, closely
spaced perimeter holes are usually installed along the circumference of the excavation.
The drill hole pattern and spacing, the amount of explosives to be used, the firing
sequence, and powder ratio are determined in the field based on past experience and trial
and error to yield the best results. These parameters will vary depending on the ground
conditions and the extent of rock breakage.
After the blasting cycle, the excavated muck can be removed by a loader or mucking
machine and hauled out from the tunnel heading. To facilitate the muck removal
operation, the invert of the tunnel is typically flat, thus forming a horseshoe shaped
tunnel instead of a circular tunnel. This will allow rapid lay-down of the rail tracks as the
tunnel is advanced. A gathering arm loader or front-end loader is used to fill the rail
muck cars, and a locomotive tows the cars to the shaft where the muck is dumped into the
shaft hoisting system. However, the operation of a tracked system for muck haulage
would tend to deteriorate the invert if weak rock formed the invert. A conveyor system
moving the muck to the shaft would mitigate disruption of the floor rock. Prior to the
drilling of the next round of blast holes, the rock face is usually scaled to remove all
loose and broken rock pieces and primary rock reinforcement is installed.
B-8
TUNNEL CONSTRUCTION
Project Considerations
The excavated diameter of the main tunnel is expected to be 23 to 24 feet in diameter.
The bedrock along the main tunnel is generally of high quality and relatively consistent,
which would suggest the use of a finger-shielded or main beam machine with a cast-in-
place concrete lining.
The application of a reconditioned TBM should be evaluated for the project. There may
be a number of existing second-hand TBMs in the market that would be suitable for this
assignment. However, they may require rebuilding or replacing of key components (ring
gear and bearing, hydraulic system, etc.). The advantage of re-conditioning an existing
TBM is the shorter lead-time for delivery of the machine to the job site. It would take 3
to 4 months to re-build an existing machine versus a year or more to order a new TBM.
It will be the contractor’s decision whether to re-condition or re-build a TBM unless the
contract documents specifically require that a new machine be used, which would be
designed for the type of ground anticipated and be compatible with the support
requirements.
TBM Performance Requirements
The performance of the TBM is the controlling element that determines tunneling
operation and efficiency. In general, a high percentage (potentially more than 50
percent) of the estimated tunnel construction duration is related to the tunnel excavation
activities. Performance of the TBM is affected by many design and operational factors,
including the matching of the TBM to the anticipated bedrock conditions, cutterhead and
disc cutter designs, concrete lining options and erection process, and muck removal
operation. Tunnel excavation efficiency depends on how the permanent materials and the
excavated muck will interact or interfere with the TBM mining operation. These are
essential factors that have to be considered by the tunneling contractor to ensure that the
project is completed according to schedule requirements. The selected TBM must be
capable of controlling any bad ground conditions and water problems encountered.
The TBM excavation cycle includes three major phases of activities: mining, support
erection, and muck removal. These activities are focused at the tunnel heading within a
relatively short distance where working space is at a premium. They should be carried
out concurrently or sequentially without any lag time in between each activity.
Miscellaneous activities supporting these functions such as groundwater control,
grouting, utilities, supplies, and rail haulage, are equally important and may pose a
dominant influence on the progress of the tunneling operation.
The tunneling industry uses the term "penetration rate" to express the boreability of the
bedrock by the TBM under the normal use of 85 to 100 percent of its operational
capacity. Although penetration rate is an important design parameter for sizing the
TBM's propelling cylinders' capacity, it has less influence on the actual tunnel advance
rate (in length/time), which includes the considerations of tunnel excavation, lining
B-9
installation, TBM downtime, and other tunneling activities in the heading. The
performance of the TBM not only depends on its capability to excavate bedrock, but also
on how efficiently the excavation support and muck removal processes are carried out. A
high capacity TBM would have no difficulty in achieving a very high penetration rate in
the rock types presented at the project site; operational constraints such as excavation
support and muck handling play more critical roles in evaluating the performance of the
TBM tunneling operations.
Downtime analysis is an essential tool used to study the TBM tunneling progress.
Downtime may be defined as the non-productive time when the TBM is idle. It may
include scheduled maintenance, normal idle times during muck handling, unexpected
delays such as train derailment, and mechanical breakdown, among other circumstances.
A typical utilization rate (the percentage, in time, that the TBM is utilized excluding its
downtime) for a well-balanced TBM operation varies from 30 to 40 percent. Based on
this information and previous tunneling experience in Milwaukee, it is estimated that the
average production rate of this tunnel is about 70-ft/day, based on 3 shifts/day.
The production rate of the drill and blast constructed 18-foot connecting tunnel is
estimated to be about 12-ft/day, based on a 1 shift per day operation.
Connection to North Shore Branch of ISS
One of the more complex operations required during construction is the connection of the
newly constructed 18-foot diameter tunnel to the existing North Shore branch of the ISS.
This connection must be accomplished without major impact to the existing ISS storage
capacity while at the same time preventing flow from inundating the tunnel under
construction. One approach that could accomplish this connection requires construction
of the 18-foot diameter tunnel to some point about 35 feet from the centerline of the
existing North Shore branch of the ISS, thus creating a plug between the two tunnels.
Depending upon the rock quality of the plug, additional grouting may be needed to
prevent any flow in the ISS from impacting the Port Washington Road Relief Sewer
tunnel construction. When the final concrete lining is completed in the 18-foot tunnel, it
will be necessary to shut down the ISS for a period of approximately two months.
During this shutdown period, the remaining 35-foot rock plug will be removed and the
final concrete lining for the tunnels’ intersection placed. When all construction is
completed, the ISS will be brought back online and the new Port Washington Road Relief
Sewer tunnel will be placed in service.
Because of the criticality of maintaining the ISS in operation, options to minimize the
shutdown period for the ISS will be further examined during final design. The final
contract documents will include strict requirements for scheduling any shutdown periods
for the ISS.
B-10
Groundwater Control and Grouting
Groundwater control during tunneling is one of the most challenging aspects of
underground construction. Excessive groundwater inflows may have negative impacts on
tunneling activities, including added difficulties in muck removal and placement of initial
excavation support, erosion of fresh concrete that is being placed for final cast-in-place
lining, and the imposition of adverse working conditions that affect the productivity of
the underground personnel. Because it is difficult to predict water inflow to the tunnel,
the issue of groundwater control is a major concern in tunnel design and construction. In
addition, the larger the inflow, the greater the quantity of water that will need treatment
prior to discharge.
During tunnel excavation, facilities will be required to handle groundwater inflow from
the entire length of the unlined tunnel. This inflow will either be pumped or allowed to
free flow to the bottom of the Hampton Avenue workshaft where it will then be pumped
to the surface for treatment before discharge.
At this time, there are insufficient data to estimate ungrouted groundwater inflows to the
excavated tunnel. It is expected that a target value of total inflow to the finished concrete
lined tunnel will be established during final design. The means and methods to achieve
this final inflow will be a combination of pre-excavation grouting, concrete lining and
post-lining contact and cut-off grouting.
Although it is customary to allow water to drain by gravity along the invert of the tunnel,
the water may deteriorate the thinly bedded rocks in the invert. In addition, due to the
relatively flat gradient of the tunnel, water may pond easily upstream because of
obstacles in the invert such as rail ties, ramps, California switches, etc. Sumps should be
established at intervals as the water is pumped into the discharge pipeline for conveyance
out of the tunnel. Additional reserve facilities will be required to provide adequate
pumping capacity for flush flows (high volume inflows that reduce over time) and could
be utilized during pump failure or maintenance.
Probing and Pre-excavation Grouting
Large, short-term water flows can be expected from discrete fractures or fracture
systems. It can also be expected that in reaches of tunnel through tightly folded beds, the
intense rock fracturing and shearing will be major sources of inflow. Because the
expectation for inflow is greater in areas of intense fracturing, such sections of tunnel in
which large inflows are anticipated may be pre-grouted through the face to minimize
water inflow and consolidate the ground ahead. Tunnel reaches in which adverse
groundwater characteristics might be encountered should be probed and pre-grouted, if
necessary. Because the tunnel boring operation must be stopped while probing and face
grouting operations are performed, the impact on overall tunnel advance rates is
considerable.
The TBM for the main tunnel excavation should be specified to be capable of drilling
probe and grout holes through the cutter head to at least 100 feet ahead of the face. Pre-
grouting water bearing ground or fractures ahead of the tunnel face is an effective means
B-11
of mitigating water inflows. Pre-grouting provides a more positive water cut-off system
compared to grouting the flows behind the TBM after excavation.
Panning
Panning has been used extensively in underground construction applications to mitigate
groundwater infiltration, thereby diverting groundwater from a critical operational area
such as an electrical and mechanical installation or concrete placement for the tunnel
lining. Fresh concrete may deteriorate and erode unless it is protected from direct contact
with groundwater during placement. Panning made from corrugated steel sheet, plastic
sheeting, or plywood and attached to the rock walls will divert inflow to the invert. The
lining is then placed directly against the panning. A perforated drainpipe laid at the
tunnel invert will intercept water flow captured by the panning. After the concrete has
set, contact grouting is employed to fill the voids behind the panning as well as the invert
drainpipes and the void at the crown.
Tunnel Lining
It is anticipated that the tunnel will be lined with concrete. Lining the tunnel with
concrete is intended to minimize ground water infiltration into the tunnel and temporary
exfiltration of wastewater out of the tunnel during periods when the tunnel is filled.
Given the relatively high permeability of rock in the vicinity, a lined tunnel would limit
the decrease of groundwater levels in the area around the tunnel. In addition, lining
would prevent potential deterioration of the rock face, which may occur if the face is
exposed to the cyclic conditions of pressurization and de-pressurization as the tunnel is
filled and emptied.
For large diameter tunnels such as the one being designed, the lining is generally placed
in two separate pours. The first pour covers the tunnel invert and includes about 70
degrees of the tunnel’s periphery. The second pour covers the arch of the tunnel and is
usually accomplished with large moveable forms that are shifted from pour to pour once
the concrete has reached a specified strength to support itself. Additives may be used to
ensure that the concrete attains these early strengths within a relatively short time period.
Contact and Cut-off Grouting

Contact grouting is the term applied to the injection of grout to achieve continuous
contact between the cast-in-place lining and the surrounding rock mass. The grouting
also serves a secondary purpose of reducing water inflow into the tunnel after completion
of the final lining.
During the cast-in-place concrete placement of the tunnel lining, a void may be left at the
crown section of the tunnel lining. If extensive panning materials are installed, the
annular spacing between the bedrock and the panning must be backfilled with grout.
This type of contact grout may consist of a mixture of sand and cement that may be
pumped under low pressure to fill in the voids.
To achieve the maximum allowable final inflow, provision will be made for additional
B-12
cut-off grouting to be conducted either concurrent with or post contact grouting. This
will entail grouting the rock mass behind the concrete lining in areas of recognized high
inflow.
Tunnel Groundwater Discharge
A significant amount of groundwater inflow to the tunnel is expected. This groundwater
inflow along with water generated by construction will be pumped out from the Hampton
Avenue workshaft for treatment prior to discharge.
The quality of the tunnel discharge will be affected by the Total Suspended Solids (TSS),
oil and grease, and pH. The TBM excavation, grouting, and shotcrete operations may
create excessive fines. Oil and grease may contaminate the tunnel discharge through
normal operation of major mechanical equipment. The use of cement based products in
underground construction operations, such as grouting and concreting, will dramatically
increase the pH of the discharge. All these by-products of the tunneling operations are
mixed in with the groundwater and must be treated before discharge into the
environment.
B-13
WORKSHAFT CONSTRUCTION
Overburden Supports
Temporary overburden supports are typically designed by the contractor to fit his shaft
excavation methodology. Design considerations for several of the most commonly used
types of overburden support walls are included in this discussion.
Driven Steel Interlocking Sheeting
Tight steel sheeting has been used extensively in cofferdam construction to prevent the
inflow of water. However, the presence of boulders and glacial till in the overburden soil
may interfere with sheeting installation. It is difficult to drive some or all of the sheets to
the required depth because of the boulders. Boulders may be removed by excavation
below the sheet piles; however, this procedure could present a hazardous construction
condition and, therefore, is not recommended. The steel sheeting and their interlocks could
also be damaged during extensive driving, and it may be impossible to provide water
tightness against the inflows. Accordingly, this system of support will not likely be used
for this project.
Soldier Pile and Timber Lagging
For soldier pile and lagging wall, dewatering in permeable soils is required to keep the
groundwater in the shaft below the bottom of the excavation and to prevent the fines from
washing into the excavation. Because a perched water table may be present in the
subsurface glacial geological environment, potential sidewall and shaft bottom instability
is a concern in the absence of a dewatering system outside the shaft excavation site. This
type of wall, in conjunction with a dewatering system, is recommended for shaft
constructions during this project if groundwater contamination is not observed. The
potential for groundwater contamination needs to be assessed during final design.
Fabricated Steel Liner Plates
Temporary overburden support for shafts may also include fabricated steel liner plates
where soil depths are relatively shallow. Steel liner plates of different thicknesses and
configurations can be fabricated to fit the specific diameter of the shaft. Additional ring
whalers may be installed to increase the stiffness of the support system. The overburden
soils are excavated incrementally with no more than a few feet of the shaft wall left
unsupported. The plates are erected and bolted in succession to support the exposed shaft
wall. The ground must have adequate stand-up time to allow the installation of the liner
plate before it starts to ravel.
Similar to a soldier pile and lagging wall, dewatering in permeable soils is required to keep
the groundwater in the shaft below the bottom of the excavation and to prevent the fines
from washing into the excavation. This method can be considered for shaft construction if
groundwater contamination is not a concern.
B-14
Freeze Wall/Concrete Diaphragm Wall
These supports are relatively expensive and would require lead time to assemble the
construction staging. Based on the current geotechnical investigation, these types of
supports are excluded in this design stage for the following reasons:
• Low groundwater table on workshaft sites
• Shallow overburden layer
• No groundwater contamination was observed
• Surface subsidence is not an issue for both workshaft sites
If, during final design, groundwater contamination is observed, consideration should be
made for these types of walls to minimize the handling and treatment of the contaminated
groundwater.
Initial Support in Bedrock
Temporary bedrock support for shaft excavation during this project includes rock dowels,
wire mesh and steel fiber reinforced shotcrete, which reinforces the in-situ rock and/or
increases the capacity of the rock to support itself. Typically, bedrock with few fractures
requires little or no support; whereas very blocky and jointed rock masses require
extensive steel and concrete reinforcement.
Rock Dowels
Rock dowels are un-tensioned reinforcement elements consisting of a steel rod embedded
in a resin or grout filled hole and a bearing plate at the excavation surface. Other rock
dowel alternatives may include mechanical friction anchors such as Split Set or Swellex
bolts, though actual application for this project may be limited.
The rock reinforcement ties together the fractured rock mass to form a supporting arch or
ring capable of sustaining long-term loading. Installation of rock dowels is usually
performed shortly after every cycle of the rock excavation. Individual elements may be
used to support or secure isolated or loosened rock blocks or wedges. Rock dowels may
also be installed in a regular pattern for the more extensive, poor quality bedrock zones.
Shotcrete
Shotcrete is a Portland cement concrete mixture applied from a spray nozzle by means of
compressed air onto an exposed rock surface. It contains admixtures to provide quick set,
high early strength, and adhesion to the rock excavation in shafts. Shotcrete maintains the
equilibrium and self-supporting capacities of the rock mass excavation and prevents loose
material from falling off the rock face. For the weaker rock material in the Thiensville
Formation, the shotcrete provides an immediate skin support to the rock mass, limiting the
development of high local stress and deterioration around the shaft opening.
Soil/Rock Interface
Support conditions at the soil and rock interface at every shaft location are critical, and the
B-15
design and construction considerations must be considered carefully to maintain the
bottom stability of the shaft.
Based on the ground and hydrogeological condition at the proposed workshaft sites, it is
expected that an active dewatering system will be employed for the shaft construction of
this project. A dewatering system would eliminate the buildup of hydrostatic pressure on
the shaft wall and shaft bottom and maintain the stability of the shaft.
Shaft Excavation Techniques
Overburden Soils
The top 10 to 20 feet of the overburden soil may be excavated by a large backhoe from the
top of the shaft. As the excavation continues to greater depth, the overburden material can
be excavated by mechanized equipment such as a clam-shell bucket or a small backhoe or
track-type loader. Excavated muck is hauled to the ground surface using a skip box
operated by a crane.
Bedrock
Excavation of the shaft in bedrock is usually done by a conventional drill and blast
operation. The drilling operation is generally completed by a drill jumbo or hand-held
jackleg drills. The drill jumbo is equipped with larger drills and will have faster
penetration productivity.
Blast holes are usually laid out in a regular pattern. Line drilling may be required along
the circumference of the shaft to minimize rock over-break. Burn holes at the center of the
shaft may be required to provide a free surface for the relief of the blasted energy. The
overburden support wall may also be sized to allow for a nominal (if any) step-back
between the inside face of the wall and the edge of the bedrock excavation to protect it
from being undermined or undercut by the blasting operation. The use of ring beams or
other supportive mechanisms at the soil/rock interface needs to be considered for each
shaft individually.
Mucking equipment such as a backhoe or truck type loader can be used to load the
excavated material into the skip box. A mechanized hoist is standard equipment in
excavating deep mine shafts and is appropriate for use in this project.
At the completion of the mucking cycle, the rock surface is scaled to remove loosened or
broken rock pieces, prior to installing the initial shaft support per design specification as
well as for safety reasons.
Groundwater Control and Dewatering
Dewatering by pumping in soil overburden outside the shaft excavation area is likely to be
an effective measure for mitigating groundwater inflows for shaft construction during this
project. Shaft pre-excavation grouting of the rock may also be necessary. Shaft pre-
excavation grouting will be further evaluated during the final design if groundwater
contamination and surface settlement become issues.
B-16
The proposed dewatering activities may lead to a temporary lowering of the groundwater
table near the ground surface and may increase the vertical effective stresses in
compressible soils, which may cause ground surface settlement. However, preliminary
information indicates there are no compressible soils present at the proposed shaft
locations. During shaft excavation, a surface settlement monitoring program should be
employed.
Final Shaft Lining and Base Slab
A permanent, water tight, smooth finished concrete lining will be required for the
completion of the workshafts. The final lining and the base slab are designed to withstand
the soil/rock loadings, full exterior hydrostatic pressure, internal fluid pressure and
equipment loadings.
The workshafts may be lined as the excavation proceeds, after the shaft excavation is
completed, or when all or most of the major underground construction work including
tunneling is accomplished. If the overburden support wall is constructed by the freezing
technique, the wall may have to be lined immediately at the completion of the overburden
excavation, as it will be too expensive to keep operating the freeze plant indefinitely until
the completion of the entire shaft.
Concrete Lining
Concrete lining by cast-in-place methods is the most common practice for constructing
final shaft supports. The lining is constructed from the shaft bottom towards the top of the
shaft in multiple lifts. A pre-fabricated steel form, custom built to the finished diameter of
the shaft, is typically used. The steel form is constructed with multiple hinged panels that
are collapsible to allow rapid stripping and erection. The form is attached to a work deck
to facilitate the concrete placement operation. Concrete is delivered from the top of the
shaft to the work deck using either a hopper or slickline. A typical shaft lining concrete
operation, including the setting of the form, concrete placement, clean-up, and the
stripping and moving of the form to the next level is usually completed in a 24-hour cycle.
Concrete has a natural tendency to shrink, resulting in observable cracks; however, these
cracks are not detrimental to the strength of the lining. To minimize the cracking, curing
by mist spray and a climate controlled environment may be required. Top of shaft
concrete may have to be protected in cold weather. In a non-uniform pressure situation,
such as at the turn-under of the shaft, the placement of reinforcing steel in the shaft lining
is required to resist the bending moment.
Leakage through the final concrete lining will have to be repaired by a grouting program.
Grout is pumped through a drilled hole in the lining to seal off the leakage. Panning
material behind the concrete lining will have to be grouted to provide full contact with the
rock surface.
Invert Slab
During the construction of the shafts, large hydraulic gradients will be developed due to
the increasing depth of the shaft below the existing ground water table. Such inflows can
B-17
be controlled during construction operations with grouting and using sump pumps and
panning. However, at the end of construction, consideration must be given to the
groundwater pressures or inflows at the base of the shaft. The base of the shaft must be
designed to withstand long-term external water pressures and internal hydraulic pressures.
B-18
DROPSHAFT CONSTRUCTION
A dropshaft is to be constructed near West Mill Road to divert flow into the upstream end
of the tunnel at the Mill Road workshaft. The standard MMSD vortex flow dropshaft
configuration used for the ISS and Northwest Side Relief Sewer dropshafts will be used.
The dropshaft system includes the following components:
• Diversion chamber to divert flow from the MIS

• Approach channel to “train” the flow entering the vortex generator
• Vortex generator to impart a tangential spin on the flow as it enters the dropshaft
• Vertical dropshaft that dissipates energy by wall friction
• Deaeration chamber to prevent entrained air from entering the tunnel
• Vertical vent shaft to return air from the deaeration chamber to the surface where
it is recirculated to the top of the dropshaft
The finished diameter of the dropshaft will be 5 feet. The finished vent shaft will be a
minimum of 2 feet in diameter.
Small Shaft Construction in Overburden and Rock
Construction in the overburden generally consists of down drilling a steel cased shaft a
number of feet larger in diameter than the finished shafts and socketing the casing into
rock. The over-sizing of the excavation will be dependent on a number of issues including
the soils, thickness of the shaft’s final lining and the quality of the rock in which the casing
is socketed. With the overburden casing in place, one of two approaches can be used to
excavate the remaining shaft lengths in rock. One approach is to down-drill the rock to the
tunnel level utilizing a slurry mixture that removes the drillings through a recirculation
method. The completed shaft would then be lined with cast-in-place concrete. Alternate
approaches to placement of cast-in-place concrete would be to place precast concrete pipe
or steel pipe segments within the excavated shaft, and then grout between the outside face
of the pipe and the rock.
The other approach that can be employed to excavate the shaft would be to utilize the
raised bore method. In this case a small diameter pilot hole is drilled through the rock to
the tunnel level, usually about one foot in diameter. After the tunnel is excavated to the
drop shaft’s location, an adit is constructed to meet the pilot hole. At the surface a large
up-drilling piece of equipment is placed and drill rods are extended to tunnel level within
the pilot borehole.
At tunnel level a raised bore drillhead, with an appropriate excavation diameter, is attached
to the extended drill rods and the up-drilling equipment exerts tension and rotates the
drillhead at the same time. As the drillhead rotates it breaks the rock to the desired
diameter, and the cuttings drop to the bottom of the shaft. One of the advantages of raise-
boring shafts is that spoils are then removed through the tunnel to the construction shaft
rather than through the dropshaft and the smaller construction site that may be available at
that location. It should be noted that raised boring can be very effective in excavating
B-19
larger diameter shafts in the range of 8 to 16 feet or more, depending on the rock to be
excavated.
Deaeration Chamber Construction
The deaeration chamber and its associated adit connecting it to the tunnel will be
constructed after the Mill Road workshaft is completed. It will be excavated to the
required size using a drill and blast operation and concreted to form the deaeration
chamber’s final dimensions.
B-20
NEAR SURFACE CONSTRUCTION
The modifications to Diversion Chamber DC0409 are anticipated to be completed using
conventional sewer construction techniques. They are not addressed any further here.
B-21
WORKSHAFT SITES
Two workshaft sites, the Hampton Avenue workshaft on the south, and the Mill Road
workshaft on the north, determine the beginning and terminal ends of the proposed main
tunnel. The Hampton Avenue workshaft would be used as the TBM launching shaft and
the Mill Road workshaft may be used as the TBM exit shaft.
Hampton Avenue Workshaft Site
The Hampton Avenue workshaft site is shown on Drawing C-1 of the Preliminary Plans.
The total area identified for construction layout and staging of tunnel construction at this
site is about 2.7 acres. The size of this site is satisfactory for the incorporation of muck
storage and a groundwater treatment facility on site. The MMSD owns a portion of the
site while the balance is privately owned. It is recommended that the MMSD acquire the
privately owned parcels, as identified in the Preliminary Engineering Report. Additional
staging areas on properties owned by the City of Milwaukee north of the railroad shown
on Drawing C-1 may be available for use. The acquisition or use of these properties will
continue to be investigated during final design.
Onsite utilities are not anticipated to be a major concern for the construction of the
proposed workshaft. Utility information is shown on the Preliminary Plans.
Mill Road Workshaft and Dropshaft Site
The Mill Road workshaft and dropshaft site is shown on Drawing C-2 of the Preliminary
Plans. The total area identified for construction layout and staging at this site is about 1.8
acres. It is recommended that the MMSD acquire the privately owned parcel at this site,
as identified in the Preliminary Engineering Report.
There are few utilities on the proposed work site and they are not anticipated to be a
major concern during the construction of the proposed workshaft and dropshaft; however,
there are overhead utilities and a railroad on the west side of the site. The railroad and
overhead utilities may impose some construction constraints regarding equipment
utilization and need to be fully investigated during final design. Utility information is
shown on the Preliminary Plans.
B-22
Appendix C
GEOTECHNICAL EXPLORATION
PROGRAM
GEOTECHNICAL EXPLORATION PROGRAM
The geotechnical exploration program recommended for the final design phase of the
Port Washington Road Relief Sewer is outlined below.
Eight deep boreholes are recommended at the locations shown in Figure C-1. Data for
these boreholes are summarized in Table C-1. The proposed vertical alignment of the
Port Washington Road Relief Sewer is shown on the geologic profile for the 27th Street
Alignment presented in Chapter 3 of the Preliminary Engineering Report.
Table C-1. Proposed Exploration Plan Boreholes
B.H. No. Depth (ft) Soil (ft)* Rock (ft) Station Remarks
WA-3 340 70 270 3+00 At workshaft with piezometer
WA-AL-1 403 (length) 85 318 3+00 Angled 35o due south
WA-AL-2 326 100 226 16+80 -
WA-AL-3 320 70 250 46+00 -
WA-AL-4 318 70 248 62+00 -
WA-AL-5 334 70 264 78+00 -
WA-AL-6 360 70 290 94+00 -
WA-AL-6A 70 70 - 94+00 Soil boring for piezometer
WA-2C 350 60 290 108+75 At workshaft with piezometer
WA-2D 70 60 10 - At dropshaft with piezometer
WA-2E 70 60 10 - At diversion chamber
* Soil depths are estimated.
There are three existing deep rock borings along the alignment that penetrate to the tunnel
envelope. They are borings WA-1 and WA-2, both completed during the preliminary
engineering phase of this project, and boring I30-2-NS (located on North 32nd Street,
about 150 feet north of West Hampton Avenue), completed on August 26, 1980. No
water pressure testing was done in this boring and there are no indications of faults or
shear zones.
The proposed Hampton Avenue workshaft is at Station 2+92 (see Preliminary Plans). A
proposed angled boring WA-AL-1 will be located at the shaft site bearing due south with
the objective of intercepting faults and/or shear zones. WA-AL-1 will penetrate to about
20 feet below the proposed tunnel invert for a plan length of about 230 feet and will be
blind drilled through the soils. Water pressure tests will be done in the rock portion.
Based upon borings at the NS-2 dropshaft, the top of rock is expected to be about 60 to
80 feet below the ground surface.
In addition, boring WA-3 will be drilled at the Hampton Avenue workshaft site with a
soil-sampling interval of 2.5 feet. A piezometer will be placed in the rock to sense the
C-1
groundwater level at the tunnel elevation. A piezometer will also be placed in the soil to
sense the groundwater level in the overburden.
Generally, vertical alignment boreholes will be blind drilled through the soil; the rock
portion will be water pressure tested and a piezometer placed to sense the piezometric
water level in the rock at the tunnel elevation.
Alignment boring WA-AL-2 will be done at approximately Station 16+80, splitting the
distance between the planned construction shaft and existing boring WA-1.
The tunnel length between West Villard Avenue and West Mill Road is about 8,000 feet.
Four equally spaced alignment borings are proposed between existing borings WA-1 and
WA-2 with a resulting spacing of approximately 1,600 feet. These proposed borings are
designated WA-AL-3 through WA-AL-6.
The depths of these borings, when plotted on the proposed tunnel profile, range from 318
to 360 feet. The depth of soil to the top of rock is estimated to range from 50 to 100 feet.
A deep boring, WA-2C will be drilled at the Mill Road workshaft site. A piezometer will
be placed in the rock.
Shallow borings will be drilled at the locations of the Mill Road dropshaft and diversion
chamber (WA-2D and WA-2E). A piezometer will be placed in borehole WA-2D to
sense the groundwater level in the overburden.
In addition, a piezometer measuring the groundwater level in the soil may be installed in
a borehole either adjacent to WA-AL-6 or another suitable location west of the former
Glendale landfill. Data from this piezometer would be used to assess whether
construction of the tunnel and Mill Road workshaft may impact any potential
contaminent plume that may be present near the landfill. The soil in the borehole will be
sampled at 5-foot intervals.
In summary, the proposed geotechnical site investigation will consist of eight deep
borings, all of which will have the rock portion water pressure tested and a piezometer
located (except for WA-AL-1) such that it will measure the piezometric level of the rock
at the tunnel elevation. The soil at boreholes WA-3 and WA-2C will be sampled at 2.5-
foot intervals; the soil at borehole WA-AL-6A will be sampled at 5-foot intervals.
Piezometers will be placed within the soil horizons. Slug tests will be performed in all of
the soil piezometers to assess the soil permeability.
A sufficient number of rock and soil samples will be selected for index and engineering
laboratory tests so that the materials can be characterized and combined with the existing
Milwaukee Metropolitan Sewerage District (MMSD) database of physical parameters of
rock and soil samples.
A supplemental geotechnical site investigation will be implemented if evidence of
significant faulting and/or shear zones is found in the proposed borings WA-AL-1 and
WA-3 at the south end of the alignment adjacent to the fault zone mapped in the North
Shore Phase II tunnel. To ascertain the extent and character of any such faulting and/or
shear zones, the supplemental program would consist of two angled borings located
generally to the north of the Hampton Avenue workshaft.
C-3
Appendix D
PRELIMINARY DESIGN MEMORANDUM
TABLE OF CONTENTS
INTRODUCTION......................................................................................................... D-1
SUMMARY OF CONTRACT SPECIFICATIONS.................................................. D-2
GENERAL REQUIREMENTS ........................................................................................... D-2
TECHNICAL SPECIFICATIONS ........................................................................................ D-2
TECHNICAL SPECIFICATIONS ............................................................................. D-3
OPERATION AND MAINTENANCE PROCEDURE........................................... D-32
OPERATION ................................................................................................................ D-32
MAINTENANCE........................................................................................................... D-32
RECOMMENDED INSTRUMENTATION AND CONTROL SYSTEMS.......... D-33
DIVERSION CHAMBER DC0409 ................................................................................. D-33
MILL ROAD DIVERSION CHAMBER ............................................................................ D-33
MILL ROAD APPROACH CHANNEL ............................................................................. D-33
PRELIMINARY DESIGN COST ESTIMATE ....................................................... D-34
DESIGN CALCULATIONS ...................................................................................... D-35
TABLES
D-1 SUMMARY OF ESTIMATED COSTS ............................................................. D-34
i
INTRODUCTION
The purpose of this Preliminary Design Memorandum is to supplement information
shown on the Preliminary Plans and document the preliminary design process for the Port
Washington Road Relief Sewer.
The main component of the Port Washington Road Relief Sewer is a 21-foot finished
diameter tunnel that would be constructed as an extension to the Inline Storage System
(ISS), connecting to the existing North Shore Phase II tunnel near North 31st Street at
West Hampton Avenue (31st and Hampton). The tunnel would extend north along North
27th Street to North Mill Road, a length of about 11,000 feet. Workshafts to be finished
as permanent access shafts would be required at West Hampton Avenue and West Mill
Road. A carbon filter odor control structure would be constructed at the top of the Mill
Road shaft.
The proposed facilities are shown on the accompanying set of Preliminary Plans
(Appendix E). This memorandum includes the following information:
• Summary of Contact Specifications anticipated for the final contract documents
• Recommended Operation and Maintenance Procedure
• Recommended Instrumentation and Control Systems
• Preliminary Design Cost Estimate
• Design Calculations
D-1
SUMMARY OF CONTRACT SPECIFICATIONS
General Requirements
Division 1, General Requirements, of the contract specifications will include the general
requirements outlined below. Special conditions to the construction contract and bidding
requirements will be developed with the Milwaukee Metropolitan Sewerage District
(MMSD) for inclusion in the final design package.
• Abbreviations
• Summary of Work
• Site Conditions
• Protection of the Environment
• Archaeological Finds
• Safety Requirements and Protection of Property
• Submittals during Construction
• Schedule and Sequence of Operations
• Temporary Construction Facilities and Utilities
• Traffic Regulation
• Contract Closeout
The baseline geotechnical conditions for the construction of the project facilities will be
included in the Geotechnical Baseline Report (GBR) to be developed during final design
and included with the Contract Documents. The geotechnical conditions and
geotechnical parameters developed through the subsurface investigation programs for this
project will be included in a Geotechnical Data Report, which will also be part of the
Contract Documents.
Technical Specifications
The major construction elements that are anticipated for the construction of the shafts,
tunnels, and near–surface facilities for the project are included in the attached outline of
preliminary specifications, Division 2 through 16. Definitions and detailed descriptions
of the work involved, performance and material requirements, and acceptable
construction means and methods will be developed during the final design. Additional
specification sections may be necessary as a more detailed design is developed or if
individual technical issues in these preliminary specifications warrant treatment in a
separate section.
D-2
TECHNICAL SPECIFICATIONS
TABLE OF CONTENTS
DIVISION 2 -SITE WORK
Section Title Page

02015 - Move in and Site Preparation....................................................................... 02015-1
02020 - Use of Explosives ........................................................................................ 02020-1
02102 - Clearing and Grubbing................................................................................. 02102-1
02201 - Earthwork..................................................................................................... 02201-1
02221 - Trench Excavation and Backfill................................................................... 02221-1
02530 - Control of Water .......................................................................................... 02530-1
02545 - Sewer Bypassing.......................................................................................... 02545-1
02553 - Manholes and Miscellaneous Concrete Structures ...................................... 02553-1
02616 - Surface Restoration...................................................................................... 02616-1
02771 - Fence ............................................................................................................ 02771-1
02960 - Tunnel and Shaft Excavation and Construction........................................... 02960-1
02970 - Drilling and Grouting in Tunnels................................................................. 02970-1
02971 - Drilling and Grouting in Shafts.................................................................... 02971-1
02981 - Ground Support System............................................................................... 02981-1
02991 - Concrete in Tunnels ..................................................................................... 02991-1
DIVISION 3 -CONCRETE
Section Title Page

03205 - Reinforcing Steel for Sewer Construction ................................................... 03205-1
03305 - Concrete for Sewer Construction................................................................. 03305-1
03361 - Shotcrete ...................................................................................................... 03361-1
DIVISION 4 -Not Used
DIVISION 5 -METALS
Section Title Page

05500 - Fabricated Metalwork and Castings............................................................. 05500-1
D-3
DIVISION 6 - WOOD AND PLASTICS
Section Title Page

06550 - Prefabricated Structural Plastics and Plastic Fabrications ........................... 06550-1
DIVISION 7 - Not Used
DIVISION 9 - FINISHES
Section Title Page

09900 - Painting ........................................................................................................ 09900-1
DIVISION 10 – SPECIALTIES
10300 - Blow Out Panels .......................................................................................... 10300-1
DIVISION 13 - SPECIAL CONSTRUCTION
Section Title Page

13002 - Process Instrumentation and Control Systems............................................. 13002-1
13005 - Geotechnical Instrumentation ...................................................................... 13300-1
DIVISION 15 - MECHANICAL
Section Title Page
15006 - Reinforced Concrete Pipe and Fittings ........................................................ 15006-1
15085 - Sluice Gate Systems..................................................................................... 15500-1
15882 - Activated Carbon Filter Media .................................................................... 15500-1
DIVISION 16 - ELECTRICAL
Section Title Page
16000 - Electrical Work ........................................................................................... 16000-1
D-4
SECTION 02015 - MOVE IN AND SITE PREPARATION
Scope
This section covers the work necessary to mobilize for the construction, including but not
limited to, providing bonds, permits and licenses, setting up of temporary offices,
buildings, utilities and sanitary facilities; and preparation of the site for construction as
specified.
This Section also includes provisions to reimburse the contractor for capital costs
associated with providing a tunnel boring machine (TBM) for this project.
D-5
SECTION 02020 - USE OF EXPLOSIVES
Scope
This section covers the provisions of the contract with regard to the use of explosives and
blasting in connection with shaft and tunnel excavations.
D-6
SECTION 02102 - CLEARING AND GRUBBING
Scope
This section covers the work necessary to remove all interfering or objectionable material
from the designated areas of work as specified and shown on the Plans.
This work shall also include the preservation from injury or defacement of all vegetation
and existing objects designed to remain as specified herein.
In addition, this Section also covers the work necessary to remove and dispose of
miscellaneous items at the site that interfere with the work.
D-7
SECTION 02201 - EARTHWORK
Scope
This section specifies earthwork, which consists of excavation, filling, grading, and
disposal of excess material.
D-8
SECTION 02221 - TRENCH EXCAVATION AND BACKFILL
Scope
This section covers the work necessary for excavation, placement and compaction of
backfill in trenches and around manholes and miscellaneous concrete structures
constructed in open cut.
D-9
SECTION 02530 - CONTROL OF WATER
Scope
This Section addresses the provisions to be considered by the contractor to design, install
and operate all necessary equipment, piping, sumps and barriers necessary to control,
handle, treat and dispose of groundwater and surface drainage water encountered in the
tunnel, shaft and ancillary structure excavation, as well as necessary work to repair or
replace property damaged due to groundwater disturbance to meet the specified contract
requirements.
This Section also covers the work necessary to maintain water supplies to existing public
and private supply points affected by the construction, and the removal and treatment of
water from the construction site.
The specific equipment and treatment processes employed for tunnel water discharge are
specified herein.
D-10
SECTION 02545 - SEWER BYPASSING
Scope
This section covers the requirements for temporary flow bypassing.
D-11
SECTION 02553 - MANHOLES AND MISCELLANEOUS
CONCRETE STRUCTURES
Scope
This Section covers the work necessary for the construction of manholes and
miscellaneous concrete structures on open-cut sewers.
D-12
SECTION 02616 - SURFACE RESTORATION
Scope
This section covers the work necessary to replace all pavement, curbs, sidewalks, lawns,
and other street and landscape features removed and damaged directly or indirectly by the
operations incidental to construction of the project, complete as specified and shown on
the Plans.
D-13
SECTION 02771 - FENCE
Scope
This Section covers the work necessary for the site fencing as shown on the Plans.
D-14
SECTION 02960 - TUNNEL AND SHAFT EXCAVATION AND
CONSTRUCTION
Scope
This Section covers the work necessary for tunnel and shaft excavation of non-
contaminated material, construction, and all other related work including but not limited
to control, handling and disposal of water; compressed air, if required; lighting; and
ventilation as specified and shown on the Plans. It should be noted that control, handling
and disposal of water is specified in more detail in Section 02530, CONTROL OF
WATER.
Excavation of contaminated material is not within the scope of this Section but is covered
in Division 1 Specifications.
D-15
SECTION 02970 - DRILLING AND GROUTING IN TUNNELS
Scope
This Section specifies drilling probe holes, pre-excavation grouting holes, cut-off
grouting holes and contact grouting holes; furnishing all labor, materials, equipment and
incidentals; and all other related work necessary for probing, contact grouting, pre-
excavation grouting and cut-off grouting of tunnel. Probing, pre-excavation and cut-off
grouting will be as directed by the Engineer. A decision to commence probing and pre-
excavation grouting will be made by the Engineer when the total tunnel inflow reaches
2,000 gpm.
D-16
SECTION 02971 - DRILLING AND GROUTING IN SHAFTS
Scope
This Section specifies drilling grout holes; furnishing all labor, materials, equipment and
incidentals and all other related work necessary for pre-excavation, contact and cut-off
grouting of shafts. Pre-excavation and cut-off grouting will be as directed by the
Engineer. Contact grouting shall be conducted as specified herein.
D-17
SECTION 02981 - GROUND SUPPORT SYSTEMS
Scope
This Section addresses the provisions and responsibilities to be considered by the
Contractor to design, furnish and install, and remove when applicable the initial ground
support in tunnel, shaft, and other structural excavation installations.
D-18
SECTION 02991 - CONCRETE IN TUNNELS
Scope
This Section specifies the requirements of cast-in-place concrete in tunnels including:
furnishing, erecting and later removing concrete formwork; furnishing, installing and
securing concrete reinforcement, waterstops, wall fittings and other appurtenances; and
furnishing, placing, curing and protecting cast-in-place concrete.
D-19
SECTION 03205 - REINFORCING STEEL FOR SEWER
CONSTRUCTION
Scope
This Section covers the work necessary to furnish and install, complete, the reinforcing
steel and welded wire fabric.
D-20
SECTION 03305 - CONCRETE FOR SEWER CONSTRUCTION
Scope
This Section covers the work necessary to furnish and place, complete, concrete for
sewers, manholes, and miscellaneous concrete structures, including formwork and other
miscellaneous work. The miscellaneous concrete structures are to be listed in Section
02553, MANHOLES AND MISCELLANEOUS CONCRETE STRUCTURES.
D-21
SECTION 05500 - FABRICATED METALWORK AND CASTINGS
Scope
This Section covers the work necessary to furnish and install, complete, all fabricated
metalwork and castings.
D-22
SECTION 06550 - PREFABRICATED STRUCTURAL PLASTICS
AND PLASTIC FABRICATIONS
Scope
This Section covers the work necessary to design, furnish and install, complete, the
Activated Carbon Filter Retainers formed from prefabricated structural plastics and job-
site or factory assembled without the use of any metal parts. Polypropylene woven mesh
material will be held in place with polypropylene thread tied to the inner faces of the
retainer grating and bolted through the reinforced edges of the meshed material. This
Section also covers the work necessary to furnish and install complete, ladders, grating
with structural support shapes, and guardrails formed from prefabricated structural
plastics, as shown on the Plans.
The Activated Carbon Filter Media to be placed in the retainers specified in this section
will be furnished and installed as part of Section 15882, ACTIVATED CARBON
FILTER MEDIA.
D-23
SECTION 09900 - PAINTING
Scope
This Section covers surface preparation, furnishing, and application of architectural paint
and special protective coatings.
It is the intent that all new, interior and exterior exposed metal and submerged metal
surfaces be painted, whether specifically mentioned or not, except as modified herein.
Exterior concrete surfaces will not be painted unless specifically indicated hereinafter.
D-24
SECTION 10300 - BLOW OUT PANELS
Scope
This Section covers blow out panels for the odor control system.
D-25
SECTION 13002 - PROCESS INSTRUMENTATION AND CONTROL
SYSTEMS
Scope
This Section covers all work necessary for engineering, furnishing, installing, adjusting,
testing, documenting, and starting-up the Process Instrumentation and Control (I & C)
System, complete.
Controls for sluice gates are specified in Section 15085, SLUICE GATE SYSTEMS.
D-26
SECTION 13005 - GEOTECHNICAL INSTRUMENTATION
Scope
This Section specifies the groundwater monitoring wells, settlement and other
instrumentation that shall be used to monitor surface and subsurface conditions during
shaft construction, tunneling, and shored excavation. The purpose of the monitoring is to
provide reliable information and documentation during the early stages of construction
and throughout the work to minimize potential impacts of construction on structures,
utilities and groundwater and to minimize ground movements. This permits the timely
implementation of proper remedial measures when and as required to prevent damage to
structures, equipment and utilities and minimizes ground movements and impacts on
groundwater.
D-27
SECTION 15006 – REINFORCED CONCRETE PIPE AND
FITTINGS
Scope
This Section covers the work necessary to furnish and install complete, reinforced
concrete pipe and fittings.
D-28
SECTION 15085 - SLUICE GATE SYSTEMS
Scope
This Section covers the work necessary to furnish and install the sluice gates and
operators, hydraulic cylinders, hydraulic power unit, accumulator system, controls,
piping, including underground connecting piping or valving, and all appurtenances,
complete for a total operating system, as specified herein and shown on the Plans.
D-29
SECTION 15882 - ACTIVATED CARBON FILTER MEDIA
Scope
This Section covers the work necessary to furnish and install, complete, the activated
carbon filter media for adsorption of odors from the expelled sewer gases. Odor control,
utilizing activated carbon filter media, shall effectively remove hydrogen sulfide and
organics that would cause complaints if discharged to the outdoor atmosphere. The
media shall be furnished and installed in the activated carbon filter retainers in the Mill
Road Ventilation Shaft.
D-30
SECTION 16000 - ELECTRICAL WORK
Scope
This Section includes the general provisions applying to all Sections included in this
Division. Division 16 covers the work necessary for the complete electrical system, as
well as the provisions to which specific electrical requirements of Sections in other
Divisions must adhere. Furnish materials, labor, and equipment in accordance with these
Specifications, and the accompanying Plans.
D-31
OPERATION AND MAINTENANCE PROCEDURE
Operation
The Port Washington Road Relief Sewer will be constructed as a branch of the ISS;
therefore, its operation integral to the operation of the ISS. Two alternative ISS operating
strategies have been identified to utilize the additional storage capacity provided by the
Port Washington Road Relief Sewer.
The first strategy is to operate the ISS as is currently done, but with the recognition that
an additional 27 MG of storage is available. This strategy will allow the system to
capture more sanitary sewer flow if the volume reserved for separate sewage inflow
(VRSSI) is increased by 27 MG. This will result in some reduction in SSOs throughout
the MMSD service area for those wet weather events that exceed the capacity of the ISS.
However, the SSO reductions at individual bypass locations will be small.
The second operational strategy is to give preference to reducing overflows in the service
area that is currently tributary to the NS-3 dropshaft, with the objective of providing more
significant SSO reductions at those locations. When a specified volume is reached in the
ISS, all separate sewer gates except those that deliver flow to the NS-3 dropshaft and the
new Mill Road dropshaft would be closed. The NS-3 gates (NS-3 junction chamber,
DC0508, DC0507, and DC0409) and the gate to the Mill Road dropshaft would remain
open to allow continued relief of the MIS in the Port Washington Road project area.
These alternative operating strategies will be further reviewed during final design at
which time a final strategy will be selected.
Maintenance
The Port Washington Road Relief Sewer will be designed to be self cleaning so that the
accumulation of solids in the tunnel is minimized. This design will be accomplished by
constructing the tunnel at a slope of 0.1 percent, which will provide adequate scouring
velocities. Experience has shown that little solids accumulation has occurred in the upper
reaches of the existing ISS, which were constructed at a 0.1 percent slope.
Introduction of flow to the upstream end of the tunnel at the Mill Road dropshaft will also
help to minimize solids deposition. The high flow velocities at the connection to the
tunnel are expected to scour and re-suspend solids that may have settled during the
previous tunnel fill cycle.
The tunnel should be inspected every 5-10 years in conjunction with inspection of the
entire ISS. Regular inspection and maintenance of mechanical, electrical, and control
equipment in the Mill Road diversion chamber should be performed in accordance with
existing MMSD maintenance procedures for similar facilities. Periodic cleaning of the
trash rack in the proposed diversion chamber will also be required.
D-32
RECOMMENDED INSTRUMENTATION AND CONTROL
SYSTEMS
Diversion Chamber DC0409
A new sluice gate is to be installed on the South Shore-bound side of Diversion Chamber
DC0409. Electrical power and telemetry are already available at this site. The operator
for this gate would be tied into the existing control facilities at the site. The ISS control
strategy will need to be modified to incorporate this gate into the strategy.
Mill Road Diversion Chamber
The new Mill Road Diversion Chamber will divert flow to the Mill Road dropshaft.
Sluice gates will be required on the outlets to both the MIS and the dropshaft. The ISS
control strategy will need to be modified to incorporate operation of these gates into the
strategy.
The sluice gates in the diversion chamber could be operated with either electric or
hydraulic actuators. The selection of actuator type will be made during final design. A
key consideration in selecting the actuator type is the need for a fail-safe system to close
the dropshaft gate when the ISS is full. The existing ISS diversion chamber gates are
operated with hydraulic actuators. An accumulator vault located at each dropshaft
provides the volume of hydraulic fluid necessary to close the gates to the ISS in the event
of a power failure. An alternative to this system is to use electric gate actuators and
provide a natural gas powered generator for backup power.
An ultrasonic level element is recommended for measuring level in the diversion
chamber.
Telemetry and control needs will be investigated during final design to determine
whether the new facilities at this site can be routed through the existing programmable
logic controller (PLC) and remote telemetry unit (RTU) at DC0409 or if a new PLC and
RTU will be required.
Mill Road Approach Channel
An ultrasonic level element is recommended for measuring depth in the approach channel
to the dropshaft. The level measurement can be converted to a flow rate using a rating
curve, as done for all other MMSD dropshafts. The need for a redundant level
measurement using a bubbler system will be investigated during final design. The level
element would either be tied into the existing PLC and RTU at DC0409 or a new PLC
and RTU, if required, for the Mill Road diversion chamber.
D-33
PRELIMINARY DESIGN COST ESTIMATE
A preliminary cost estimate was prepared based on the information provided on the
Preliminary Plans. The construction cost is based on an anticipated bid date in the first
quarter of 2007. A 25 percent contingency is included in the construction cost estimate to
cover items that cannot be identified at this preliminary stage of the design process. A
technical services allowance of 20 percent of the construction cost is included for
engineering design, engineering services during construction, resident engineering
services, and other construction-related administrative costs. Other assumptions used in
the estimate are outlined in Chapter 6 of the Preliminary Engineering Report. A
summary of the estimated costs is presented in Table D-1.
Table D-1. Summary of Estimated Costs
Parameter Cost
($ millions)
st
(1st Quarter 2007)
D-34
DESIGN CALCULATIONS
D-35
A. Structural
D-36
B. Alignment
D-37
For PWRS Prelim Design Job No. 37720 Sheet No. 1/2
Made By KMM Checked by Backchecked by
Date 5/26/05 Date Date
PWRS TUNNEL ALIGNMENT CALCULATIONS
PWRS 0+00 STATION DETERMINATION
Inline Storage System Operation and Maintenance Manual:

System Summary
Appendix D - Tunnel geometry and Volume Estimate Memorandum
Station Final Inv Elev

388+40 -244.76
388+90 -244.71
399+82 -243.55
452+50 -237.95
-237
380+00 400+00 420+00 440+00 460+00
-238
-239 y = 0.001x - 286.037

R2 = 1.000
-240
-241
-242
-243
-244
Series1
-245 Linear (Series1)
-246
Calculated Invert Elevation at 0+00 for PWRS Tunnel Based on North Shore Tunnel
ISS StationFinal Inv Elev

404+00 -243.1043
NOTE: Invert Elevation MUST be field checked before Final Design is complete
MAIN TUNNEL ALIGNMENT INVERT ELEVATIONS
Given:
Slope 0.001 ft/ft
Diameter from ISS Connection to Hampton Ave Access Shaft 18 ft
Diameter from Hampton Ave Access Shaft to Mill Rd Shaft 21 ft
Station Slope Invert Elev TOP

0+00 -243.1043 -225.1043
2+95 0.001 -242.8093 N/A
8+00 0.001 -242.3043 -221.3043
14+00 0.001 -241.7043 -220.7043
20+00 0.001 -241.1043 -220.1043
26+00 0.001 -240.5043 -219.5043
31+00 0.001 -240.0043 -219.0043
37+00 0.001 -239.4043 -218.4043
43+00 0.001 -238.8043 -217.8043
49+00 0.001 -238.2043 -217.2043
55+00 0.001 -237.6043 -216.6043
61+00 0.001 -237.0043 -216.0043
67+00 0.001 -236.4043 -215.4043
73+00 0.001 -235.8043 -214.8043
79+00 0.001 -235.2043 -214.2043
85+00 0.001 -234.6043 -213.6043
91+00 0.001 -234.0043 -213.0043
97+00 0.001 -233.4043 -212.4043
103+00 0.001 -232.8043 -211.8043
108+75 0.001 -232.2293 -211.2293
Check:
0+00 -243.1043
108+75 0.001 -232.2293 OKAY
Note:
Station 2+95 is center of Hampton Ave Access Shaft
C. Hydraulics
D-38
Date Checked Checked By Job Number By Date Calc. No. Sheet No.
6/22/2005 DB 125690 EAL 5/4/2005 1 of 3
Project Subject
Port Washington Road Relief Sewer Vent Shaft Diameter
Objective: What is minimum shaft size needed for venting purposes at Mill Road Access and Ventilation Shaft?
Condition 1 - Entire System (after CS gates are closed)
Sanitary in:
SHAFT FLOW (cfs) note:
CT-1 343 The flows represent the amount of flow into the
CT-2 696 system after the CS gates are closed and will
NS-1 343 dectate the amount of venting necessary for the Mill
NS-2 343 Road Vent Shaft.
NS-3 343
NS-11 101
NS-12 101
KK-1 370
total = 2640 CFS
Available Vent shafts:

SHAFT DIAM. (ft) X-SECT. AREA (sf)
Schlitz 20.0 314.2
NS-12 20.0 314.2
CT-1 15.0 176.7
Mill Rd. 0.0 0.0
total = 805.0 SF
What is Mill Road shaft diameter necessary to keep flow between 1500 - 2000 fpm?
1500 fpm = 25 fps

2000 fpm = 33 fps
Total flow in = 2640 CFS

Vent area out = 805.0 SF
Resultant flow out = 3 FPS
Minimum Shaft Diameter necessary for proper venting = 0.0 FT

6/22/2005 DB 125690 EAL 5/4/2005 2 of 3
Project Subject
Condition 2 - Only NS Tunnel System
Sanitary in:
NS-1 343 These flows represent the amount of flow into just
NS-2 343 the NS system (that the ISS extension is connected
NS-3 343 to). Venting can be accomplished at NS12 and Mill
NS-11 101 Road.
NS-12 101
total = 1231 CFS

NS-12 20.0 314.2
Mill Rd. 0.0 0.0
total = 314.2 SF
1500 fpm = 25 fps

2000 fpm = 33 fps
Total flow in = 1231 CFS

Vent area out = 314.2 SF
Resultant flow out = 4 FPS

6/22/2005 DB 125690 EAL 5/4/2005 3 of 3
Project Subject
Condition 3 - Only NS Tunnel System w/Connection to NS12 blocked
Sanitary in:
NS-1 343 If the connection between NS12 and the ISS
NS-2 343 extention is blocked with flow, assuming half
NS-3 343 the flow goes to NS12 and half goes to Mill
NS-11 101 Road, this condition shows what size shaft is
NS-12 101 necessary if Mill Road is the only vent location
total = 1231 CFS avaliable.

NS-12 20.0 314.2
Mill Rd. 5.0 19.6
total = 333.8 SF
1500 fpm = 25 fps

2000 fpm = 33 fps
Total flow in (Mill only) = 615.5 CFS

Vent area out (Mill only) = 19.6 SF
Resultant flow out (Mill only) = 31 FPS

6/22/2005 DB 125690 EAL 5/20/2005 1 of 1
Project Subject
Port Washington Road Relief Sewer Flushing Calculations
Objective: Determine the velocity in the ISS extension if use DWF
from DC0409 for flushing purposes. A minimum of 3 fps is required
for proper flushing in the tunnel system.
1. Determine DWF from DC0409:

Existing Dry Weather Flow in 72" MIS into DC-04-09:
Calculated Measured
Storm Ave. DWF, q q/Q v/V Velocity d/D Depth of flow Depth of flow Q = Full flow (72") = 146.8 cfs
(mo-yr) (cfs) (cfs/cfs) (fps/fps) (fps) (ft/ft) (ft) (in) (ft) (in) Diameter 6.0 ft
Sep-99 4.0 0.027 0.420 2.18 0.109 0.65 7.85 1.2 14.4 X-sect area 28.3 sf
Oct-98 6.8 0.046 0.481 2.50 0.137 0.82 9.86 1.2 14.4 slope 0.0016 ft/ft
Oct-00 4.4 0.030 0.430 2.23 0.113 0.68 8.14 1.4 16.8 V = Velocity 5.2 fps
1.27 = Average
Existing Dry Weather Flow in 72" MIS Downstream of MS-04-03:
Calculated Measured
Sep-99 3.6 0.017 0.325 2.39 0.081 0.49 5.83 0.8 9.6 X-sect area 28.3 sf
Oct-98 6.5 0.031 0.433 3.18 0.115 0.69 8.28 0.8 9.6 slope 0.0032 ft/ft
Oct-00 4.0 0.019 0.363 2.67 0.090 0.54 6.48 1 12 V = Velocity 7.3 fps
0.87 = Average
Existing Dry Weather Flow in 48" MIS Upstream of MS0409:
Calculated Measured
Sep-99 2.2 0.029 0.427 2.61 0.112 0.45 5.38 1.2 14.4 X-sect area 12.6 sf
Oct-98 2.3 0.030 0.430 2.63 0.113 0.45 5.42 1.2 14.4 slope 0.0038 ft/ft
Oct-00 2.5 0.033 0.439 2.68 0.118 0.47 5.66 2 24 V = Velocity 6.1 fps
1.47 = Average
Existing Dry Weather Flow for temporary meter installed during Spring 2004:
Calculated
Storm Ave. DWF, q q/Q v/V Velocity d/D Depth of flow Conclusion: The most accurate meter
(mo-yr) (cfs) (cfs/cfs) (fps/fps) (fps) (ft/ft) (ft) (in) information was from the temporary meter that
May-04 6.0 0.0018 0.038 0.36 0.010 0.21 2.52 PWTempMeter1 was installed for this project in the spring of
May-04 7.5 0.0023 0.038 0.36 0.010 0.21 2.52 PWTempMeter1
2004. Based upon these results, the DWF will not
produce the required minimum flushing velocity.
2. Determine the velocities that will be present during filling/draining of the ISS extension:
Depth of Flow d/D q/Q Flow v/V Velocity Proposed Port Washington Tunnel Information:
(ft) (ft/ft) (cfs/cfs) (cfs) (fps/fps) (fps) Diameter 21 ft
0.5 0.024 0.005 16 0.096 0.91 X-sect area 346 sf
1 0.048 0.010 33 0.191 1.81 slope 0.001 ft/ft drop = 10.89 ft
1.5 0.071 0.015 49 0.286 2.71 length 10,890 ft
2 0.095 0.020 66 0.382 3.61 Full Flow 3,278 cfs Full flow: Q = 1.486/.015*Area*(radius/2)^(2/3)*Slope^(1/2)
2.5 0.119 0.034 111 0.443 4.19 Full Velocity 9.5 fps
3 0.143 0.050 164 0.494 4.67
3.5 0.167 0.066 216 0.545 5.16
Conclusion: Proper flushing velocities (>3 fps) will occur when the
tunnel has approximately 1.5ft to 2ft or more of water.
P:\0mmsd\25690_PortWashingtonRelief\EAL-work\PER\Calculations\Flushing.xls
6/23/2005 DB 125690 EAL 6/23/2005 1 of 1
Project Subject
Port Washington Road Relief Sewer Weir Calculations
Objective: Compare the hydraulic head over the weir in DC0409 for the existing
condition and the proposed condition for 5-yr and 10-yr storm events.
Weir Equation: Q = CLH^(3/2) H = (Q/CL)^(2/3)
Q= flow from 2020 FPT for Committed Projects

C= constant
L= weir length
H= fluid height over weir
Existing Condition: Proposed Condition:
C= 3.33 C= 3.33
L= 20 ft L= 16.4 ft
Q (5-yr) = 120.19 Q (5-yr) = 120.19

H (5-yr) = 1.48 ft H (5-yr) = 1.69 ft
Q (10-yr) = 109.42 Q (10-yr) = 109.42

H (10-yr) = 1.39 ft H (10-yr) = 1.59 ft
D. Conduit
D-39
TUNNEL VOLUME CONFIRMATION CALCULATIONS
Needed Volume per DNR: 27 MG
Givens: 21 ft Dia Tunnel from Hampton Ave Access Shaft to Mill Rd Access and Ventilation Shaft
18 ft Dia Tunnel from ISS Connection to Hampton Ave Access Shaft
Length from Edge of ISS Connection to Center of Hampton Ave Access Shaft
Mill Rd : Station 0+09
Hampton Ave : Station 2+95
Length: 286 ft
Length from Center of Hampton Ave Access Shaft to Center of Mill Rd Vent Shaft
Hampton Ave : Station 2+95
Mill Rd : Station 108+75
Length: 10580 ft
VOLUME:
Volume of 18' tunnel: 0.5 MG
Volume of 21' tunnel: 27.4 MG
TOTAL: 28.0 MG
Therefore:
The total volume of the tunnel is adequate to meet the volume required by the DNR

Port Washington Road Relief Sewer Vol I

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Port Washington Road Relief Sewer Vol I

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PORT WASHINGTON ROAD RELIEF SEWER

PRELIMINARY ENGINEERING REPORT

MMSD Project: CO5013E01

PRELIMINARY ENGINEERING REPORT

Milwaukee Metropolitan Sewerage District

Brown and Caldwell

Appendix A PROJECT DELIVERY ANALYSIS

ES-1 PORT WASHINGTON ROAD RELIEF SEWER: PROJECT AREA....................v

Dean Rd W Dean Rd Dean Rd

Santa Monica Blvd

0 1,000 2,000 Ln W 4,000

Ave W Beech Tree Rd N

Green Bay Ave N Daphne Rd W

Bran twoo d Ave W Acacia Rd

Port Wash ington Rd N

Woolwo rth Ave W

Berke ley Blvd N

Bobolink Ave W Belle Ave E

Silver Spring Dr W Silver Spring Dr W

Rohr Ave W Rohr Ave W Rohr Ave W

Fairmoun t Ave W Fairmount Ave W

Cameron Ave W Chateau Pl E

Congress St W Estabrook Blvd

Dean Rd W Dean Rd Dean Rd

Santa Monica Blvd

0 1,000 2,000 Ln W 4,000 Kenboern Dr W

Ave W Beech Tree Rd N

Green Bay Ave N Daphne Rd W

Bran twoo d Ave W Acacia Rd

Port Wash ington Rd N

27th Street Alignment

Berke ley Blvd N

Oriole Dr W Civic Dr Lydell Ave N

Rohr Ave W Rohr Ave W Rohr Ave W

Fairmoun t Ave W Fairmount Ave W

Cameron Ave W Chateau Pl E

Congress St W Estabrook Blvd

Dean Rd W Dean Rd Dean Rd

Santa Monica Blvd

0 1,000 2,000 Ln W 4,000 Kenboern Dr W

Ave W Beech Tree Rd N

Green Bay Ave N Daphne Rd W

Bran twoo d Ave W Acacia Rd

Port Wash ington Rd N

Woolwo rth Ave W

Berke ley Blvd N

Bobolink Ave W Belle Ave E

Silver Spring Dr W Silver Spring Dr W

Rohr Ave W Rohr Ave W Rohr Ave W

Fairmoun t Ave W Fairmount Ave W

Cameron Ave W Chateau Pl E

Congress St W Estabrook Blvd

Proposed Ventilation Shaft

Green Bay Ave N

Port Wash ington Rd N

Lasalle Ave W Riv

Silver Spring Dr W Silver Spring Dr W Silver Spring Dr E

Bay Ridge Ave N

Rohr Ave W Rohr Ave W

Ca Fairmount Ave W DC0507

River Park Blvd N

27th Street Alignment

Roc helle Ave W