Dulles Corridor Metrorail Project

Phase 1 & Phase 2 Updates

DULLES CORRIDOR ADVISORY COMMITTEE

DECEMBER, 2019

Phase 1

2

Quarter Expenditures (Jul, Aug, Sep)

$ 0.3 Million

Total Expenditures (Thru Sep 30, 2019)

$ 2.914 Billion

Total Budget $ 2.982 Billion

Forecast at Completion $ 2.965 Billion

Phase 1 Cost Summary

3

Phase 1 Quarterly Update

• Closeout of VDOT Comprehensive Agreement

There are two categories of work that must be performed: remediation of remaining

VDOT facility deficiency items and the Old Meadow Road intersection lane widening.

• Task Order Contract Status

Task Orders with Notice To Proceed or issued for proposal: 49 issued; 40 complete.

Ongoing activities include Americans with Disabilities Act (ADA) sidewalk repair,

underdrain remediation and remaining manhole/structure repair work.

Upcoming activities include Dulles Connector Road left shoulder resolution and swale

near West Falls Church Rail Yard.

These items will be complete by Q2 2020

Remediation of drainage near Chain Bridge Road is complete.

4

Old Meadow Road Schedule • The final design is complete for the realignment.

• Utility Status:

Utility relocation has begun. o Dominion Energy, AT&T, XO, Century Link, and MCI completed.

o Zayo work ongoing

o Summit relocation to start soon.

• Plans Moving Forward:

Task order contractor managing utility coordination. The construction work will

be done in four phases with no total closures.

Begin roadway construction in February 2020 with an estimated completion

date of June 2020.

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New ADA Ramp Construction on Route 7 Near

Spring Hill Station

6

New ADA Ramp Construction on Route 7 Near

Spring Hill Station

7

New Underdrain Installation on Route 7 Near

Spring Hill Station

8

Utility Relocation at Old Meadow Road - Zayo

9

Utility Relocation at Old Meadow Road - Zayo

10

Phase 2

11

Phase 2 Cost Summary

September Expenditures $ 19.3 Million

Total Expenditures $ 2.217 Billion

Total Budget $ 2.778 Billion

Total Forecast $ 2.778 Billion

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Phase 2 Contingency Allocation

Total Contingency $ 551.5 Million

Contingency Allocated through August 2019 $ 310.8 Million

Contingency Allocated in September 2019 $ 2.4 Million

Total Contingency Allocated through

September 2019

$ 313.2 Million

Remaining Contingency $ 238.3 Million

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Package A

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September Contingency Allocation

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Total Contingency Allocated in September 2019 $2.4 Million

Package A – Capital Rail Constructors (CRC) $1.3 Million

• Surge Arrestor Replacement - Construction $680,000

• Verizon Outside Phone Connections to Stations $420,000

• Miscellaneous Changes (changes less than $100,000) $206,437

Guideway & Stations

Design-Build Activities Current

• 4 Design Changes and 48 Requests for Information were reviewed/processed by the

Metropolitan Washington Airports Authority (Airports Authority) in October.

• There are 11 Identified Design and Field Changes in Progress:

5 yet to be submitted by CRC

5 in Comment Resolution Review process [3 with Airports Authority, 2 with CRC]

1 in Issued for Permit/Issued for Construction production process

• 1 permit amendment was approved by Airports Authority Building Codes Department and

4 by the Department of General Services in October.

• 31 Supplier Submittals reviewed/processed in October.

• 20 Non-Conformance Reports resolved (pending field verification) in October.

16

Herndon North Pavilion – Installing Sprinkler System

7

Plantings for Dulles International Airport

8

Grading For Storm Water Management Pond

Near Reston Parkway

9

Installing Grounding on System Overhead Fencing on

Dulles International Airport Overpass Bridges

10

Installing Protective Coating Material to Girder Top at

Loudoun Gateway Station

11

Innovation North Pavilion – Setting Art in

Transit Granite Pavers

12

Innovation Center Station – Troubleshooting

Communications Systems

13

Dulles Airport Station – Welding Bearing

Reinforcement for Station Screen Wall Support

14

Loudoun Gateway Station – Preparing for

Installation of Fare Gates on Mezzanine Level

15

Package B

September Contingency Allocation

27

Package B – Hensel Phelps (HP) $1.0 Million

• Service and Inspection Building (SIB) Overhead Maintenance

Platforms Design Modification $645,000

• SIB Clean Room Requirements (Settled amount $615,000) $298,000

• Miscellaneous Changes (changes less than $100,000) $106,014

Package P – HGS LLC $0.1 Million

• Addition of Temporary Barriers and Associated Maintenance of Traffic

at Sites 2-1A and 2-5B $75,422

Rail Yard and Maintenance Facilities

Design-Build Activities Current

• All Design Submittal Packages completed and issued for construction.

• 56 Design and Field Changes In Process:

53 under comment resolution phase

3 received and reviewed by the Airports Authority in September

• 23 Construction Submittal Packages reviewed/processed and 42 Submittals were in

comment resolution phase in September.

• 80 Discrepancy Reports to date:

17 currently open

1 resolved in September

• 78 Issues Requiring Resolution to date:

– 16 open

– 2 resolved in September

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Rail Yard & Maintenance Facility Design-Build

Activities Current Activities - Buildings

• Punch list and minor design changes in office spaces.

• BBM Railway Equipment LLC (BBM) continues work on car hoist assembly in

the Service and Inspection Building (SIB). Hoist synchronization is current

focus.

• Truck hoists delivered, awaiting installation.

• Preliminary testing of Wheel Boring Machine has begun in maintenance shop.

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Rail Yard & Maintenance Facility Design-

Build Activities Construction – Site and Yard

• Final signage on roadways has been installed.

• Sanitary sewer complete.

• Track and switch rework largely complete. Two switches continue to

have tight gauge issues.

• Airports Authority test lab sampling and testing ballast. Preliminary

results show minor (0.6-0.1%) out of tolerance in three of the first 21

tests.

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Grading in Bio Pond Water Quality Structure

31

Installation of Equipment in Fuel Point

32

Glycol De-Icing Tank

33

‘Shunting’ Track for Track Circuit Testing

34

Transportation Building (TPB)

Platform Lighting Installation

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TPB Final Cleaning

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Precast Concrete Sealant

CONFIDENTIAL 38

Application of Sealant to Precast Panels

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Precast Concrete Panel Issues

CONFIDENTIAL 39

• Fabrication Deficiencies in the Precast Concrete Panels Fabricated by Universal Concrete Products (UCP) Included:

a.) Water Cement Ratio Exceeded Specification Requirements in Approximately 10% of Panels. b.) Air Entrainment Exceeded Specification Requirements. c.) Minimum Concrete Cover over Reinforcing Steel did not Meet Design Requirements.

• All of the deficiencies present possible reduced life of the concrete if water

(rain, snow, etc.) is allowed to saturate the surface of the concrete.

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Precast Concrete Panel Issues

CONFIDENTIAL 40

• CRC’s proposed remediation accepted by MWAA and its consultant WSP Engineers, and WMATA, is to spray all panels with two coats of a sealant and a corrosion inhibitor to limit water absorption and protect the reinforcing steel.

• Satisfactory coating of the sealant is tested by taking concrete cores of the treated panels and performing a laboratory test for depth of penetration of the sealant.

• Testing has been done by the sealant manufacturer to verify depth of penetration. Some of the initial cores – approximately 20% – did not pass. These were on the non-brick face panels.

• CRC has applied two additional coats of sealant have been provided to the non-brick face panels. Testing has shown that the needed depth of penetration has now been achieved.

• Arrangements have been made to recoat the panels periodically by WMATA at CRC cost. CRC to set up sinking fund to cover those costs.

• WMATA will not accept the panels until issue is resolved. 40

Crossover Hardware Problem

CONFIDENTIAL 41

Crossover Design

CONFIDENTIAL 42 42

Crossover

CONFIDENTIAL 43 43

Crossover Component

CONFIDENTIAL 44 44

Crossover Hardware Problem

• CRC experienced difficulty in attaining the required cross level in

special trackwork areas that include crossovers and switches.

• CRC concluded that concrete crosstie camber, component parts

manufacturing tolerance “buildup,” and an unrealistic specification

requirement prevented it from attaining proper cross level.

• At their own risk, CRC unilaterally manufactured and installed non-

standard track plates and support pads to attain cross level.

CONFIDENTIAL 45 45

Crossover Hardware Problem

• Subsequent MWAA / WMATA inspections and surveying revealed non-

level ties, gaps in the track assembly and very few cambered ties.

• MWAA / WMATA have rejected the track as assembled by CRC due to

non-standard parts, parts with unallowable curvature, and gaps in the

track assembly which could lead to fatigue in the plates.

• The parties are actively working together to chart a path forward, which

may involve CRC’s reconstruction of the track without the use of such

parts. This will involve re-tamping the ballast in at least some of the

switches.

CONFIDENTIAL 46 46

Dulles Yard Ballast

Contaminated Ballast

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Past Testing

• After MWAA noticed ballast contamination in the Fall of 2018, MWAA had an

independent test lab, PSI, perform 97 samples of ballast as shown above. Green

indicates passing; red indicates fouling. Failing areas and additional areas that

were clearly fouled were remediated. 49

Subsequent Developments

• Additional ballast has been added in the yard by Hensel Phelps

since the testing. Some of the additional ballast is suspect.

• Subsequent rework on the track has resulted in additional fine

particles in the yard and, while crews have been remediating the

ballast on a spot by spot basis, these particles remain in some

areas of the yard.

• The track rework creating additional fines is almost complete.

• WMATA’s Office of Inspector General has recommended rejection

to WMATA management until the issue is resolved. 50

Next Steps

• Joint inspections of yard ballast by MWAA and WMATA

personnel continue to identify suspect areas.

• MWAA’s inspection consultant recently took 90 new samples

through out all track in the yard and is currently running tests,

providing results to MWAA and WMATA.

• Deficient ballast will be remediated by Hensel Phelps.

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Dulles Yard Insulated Joints

Insulated Joints

• The Yard Train control uses “track circuits” connected to sections of track to show the presence

of a train on the various sections. Insulated Joints, or “IJs”, are used to electrically isolate

sections of track from one another. There are some 290 IJs in the yard.

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Deficiencies • Inspection of installed IJs this past spring determined that the track

contractor had improperly installed the joints in drilling oversized bolt holes,

elongated holes or rail end insulators of insufficient thickness.

• The Project Team undertook a rigorous inspection effort and had the

contractor remove the deficient rail, weld in replacement rail, drill properly

sized and located bolt holes, and re-install the IJs. Inspection continued

until no more deficiencies were found.

• All joint are now mechanically correct and are undergoing Rail Isolation

Joint Electrical Testing to verify their functioning.

54

Dulles Yard Precast Cracking

Cracks in Precast Wall Panels • The Service and Inspection Building, Warehouse Building, Transportation Building, Maintenance

of Way Building, Train Wash Facility and Storage Building all have structural steel frames and

precast wall panels. The panels contain embedded steel plates which are welded to plates in the

building foundations and the steel framework at points indicated by the engineer who designed

the buildings’ structure.

• In the summer of 2017, visible cracks in the panels of the south wall of the SIB were discovered

by the Project team. The cracks began at the base of the panels and ran up the panels for 3’-4’

typically. Subsequent inspection by DRC, the Project’s engineering consultant, determined that

virtually every panel suffered from the same pattern of cracking.

• Analysis from the manufacturer’s engineer and DRC both indicated that the cracks resulted from

stresses in the panels from thermal contraction of the panel and the fixed welded embedment

plates in the base of the panels. 56

Cracks in Precast Wall Panels • DRC and the manufacturer’s engineer have stated that the cracks do not pose a structural risk,

however they will allow water to penetrate the concrete and either deteriorate the concrete when

the outdoor temperature drops and the water freezes and expands, or water penetrates deep

enough to begin corrosion in the panel’s reinforcing steel, which will eventually cause the

concrete to spall off the panel.

• After significant discussion, HP, the contractor, proposed application of a concrete surface

sealant which will prevent the intrusion of water in the cracks. The sealant is expected to require

reapplication every ten years.

• WMATA has approved the product and viewed sample panels in the field and the application

pattern on the panels

• Crack monitors installed in the panels two years ago indicate no further growth of the cracks.

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Cracks in Precast Wall Panels

• Recently, additional cracks have been observed at the edges of the large openings in panels

where trains and vehicles enter the buildings.

• The panel construction consists of a sandwich of 4” of insulating material with interior and

exterior layers of concrete, each about 4” thick. At the openings, the insulation stops short and

there is a band of concrete between the inner and outer faces. The joints between this band

and the faces have been found to develop cracks.

• The contractor has proposed a field fix consisting of routing out a shallow slot at the cracks and

applying a sealing caulk, which has been accepted. The visual impact of the repair is minimal

and the structural engineers do not view the cracks as a structural risk.

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Dulles Yard

Tight Gauge in #8 Switches

Tight Gauge in # 8 Switches

• During inspection of the #8 switches in the yard it was observed that the

track gauge in the area of the #4 rod tended to be ‘tight’.

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Tight Gauge in #8 Switches

• Of the 49 switches in the yard, 39 are #8, the other being #10 switches.

• The Project team conferred with the WMATA track maintainers and

learned that #8 switches commonly experienced issues. Working with

WMATA, the Project team developed an approach that is correcting the

issue by including the use of a rail clip insulator that has a slightly thicker

shoulder.

• The contractor has been working to correct the situation since August of

this year. The last two switches were reported to be corrected the week of

November 18-22. All switches require final inspection, which is ongoing.

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