To bore the new tube of the Chesapeake Bay Bridge-Tunnel, enough muck will be extracted to fill about 50,000 dump trucks – muck that recent tests confirmed will be contaminated by the boring process and must be disposed of in a protected landfill.

In a region familiar with underwater traffic tunnels, it’s an unfamiliar wrinkle.

The CBBT’s latest tunnel – a $756 million, mile-long parallel tube under the southern shipping channel – will be the first in Virginia built by a boring machine, worming its way through the bay bottom.

All other tunnels in the area – a total of 10 tubes – are trench-style. Muck was scooped out the old-fashioned way, bucket by bucket, leaving most of it “clean” enough to be dumped offshore.

But the boring method being used at the CBBT requires the use of additives: foams and other substances common to the oil-drilling industry. They lubricate the cutter head and help sediments – called “spoils” – flow more easily from the hole.

Those additives are petroleum-based, leaving the spoils tainted with contaminants considered hazardous to health.

Known as TPH, for Total Petroleum Hydrocarbons, they’re measured in milligrams per kilogram of soil. Environmental protection regulations kick in when TPH hits 50-plus milligrams.

The CBBT samples – a mix of native ground and boring additives – tested at 75 milligrams of TPH, which is barely over the threshold. In heavily polluted sites, rates can climb into the 10,000 range.

But it’s high enough to make the CBBT spoils ineligible for the usual dumping site 17 miles offshore.

Also off the table now: a borrow pit on the lower Eastern Shore, a site that was previously considered.

In a regular borrow pit, TPH could seep into groundwater, explained Bert Parolari, a water protection program manager at the Tidewater office of the Virginia Department of Environmental Quality.

“Petroleum-contaminated soils must go to a landfill equipped with a liner and a leachate collection system,” he said.

Boring does have advantages for the CBBT: Fewer interruptions to shipping in the channel, less risk of damaging the existing tube nearby. Bored tunnels are the norm in Europe and Asia.

One disadvantage is the mountain of contaminated spoils it can create. Jeff Holland, executive director of the Chesapeake Bay Bridge and Tunnel Commission, said they knew “there was that potential.”

When commissioners put the project out for bid, they were willing to go either way – bore or trench – as long as the design satisfied their 2,300 pages of specifications.

All three of the lowest-price bids turned out to be bore. The commission chose the lowest of those, from Chesapeake Tunnel Joint Venture – a partnership of engineering and heavy construction companies that have done similar projects around the world.

A German outfit is building the boring machine. It’ll be as long as a football field and have a rotating cutter head that’s 42 feet in diameter, capable of chewing through 50 feet of sediment a day. TPH-containing additives will be used to reduce friction, help the machine maintain proper pressure and turn the muck into a slurry that can be carried out by conveyor.

The test results and their ramifications have been “expected from the beginning,” Andres Gonzalez, a project executive with the builder, wrote to The Pilot in an email. He said it doesn’t take much TPH to condemn soil to a landfill, comparing the threshold to “placing a drop of liquid into an Olympic swimming pool.”

In the old days, this wouldn’t have been an issue. The first tube in the region – the Downtown Tunnel – opened in 1952. The CBBT opened in 1964.

“The overall regulatory approval process virtually did not exist,” Holland said.

To satisfy today’s checklist of studies and permits, Holland says the CBBT spent about $8 million. A host of protection acts calls for monitoring of all sorts of possible impacts: construction noise on migrating whales, work lights on nesting sea turtles, sediment drift on neighboring mussels.

Testing spoils is a regular part of the process. Typically, though, any toxins encountered were already there.

That’s called “historical contamination,” said Joe Rieger. He’s deputy director of restoration with the Elizabeth River Project, a group focused on healing what was once one of the most polluted rivers in the East.

No one was surprised when TPH and other toxins turned up in Elizabeth River spoils during construction of the newest tube of the Midtown Tunnel, which opened in 2016. Before regulations existed, industries along the banks routinely dumped waste into the water.

The real surprise, Rieger said, was how much Midtown muck actually did pass muster. Of the 1.5 million cubic yards extracted, only 10 percent had to go to a landfill; 90 percent got the thumbs-up for ocean disposal.

“All the efforts we’ve put forth are paying off,” Rieger said. “We were really glad to see that.”

Chris Moore, a senior scientist with the Chesapeake Bay Foundation, says it’s not unusual to find historical contamination hidden under healthy layers of sediment.

But he wouldn’t expect to find any contamination at all where the new CBBT tube is going. Strong currents surging in and out of the bay flush the mouth with ocean water.

“There’s tremendous movement through there,” he said. “My guess is that’s true virgin territory.”

The search is on for a suitable landfill large enough to store the spoils. It’s impossible to say how long it’ll take for the TPH to break down or how harmful it truly is.

Mike Unger, an associate professor at the Virginia Institute of Marine Science, said the TPH label is simply too vague – a catch-all for a family of contaminants that come from crude oil.

To figure out the fate or toxicity of this particular TPH, Unger said, “you’d need a specific chemical analysis.”

Even then, many TPH compounds have barely been studied. The most dangerous – like benzene – have been linked to cancers, central nervous system problems and death. The most benign – like some mineral oils – are safe enough to put in food.

According to CBBT’s builder, hauling spoils to a landfill won’t delay progress on the tube. Gonzalez said the expense was anticipated and factored into the price tag of the five-year project.

No taxpayer money is being used for the tunnel. Tolls, bonds and loans will cover the cost.

The boring machine is scheduled for delivery in October. Arriving in sections, it will weigh 5.5 million pounds when assembled.

In the meantime, preparations are under way on the man-made islands. A launch pit is being dug to lower the machine so it can start eating its way under the Thimble Shoal channel, installing concrete rings in the tunnel as it goes. Crews of 20-25 people will man a control room inside the machine. Operations will go on around the clock.

One year after boring begins, the machine is expected to surface on the other side.

When it opened in 1964, the Chesapeake Bay Bridge-Tunnel was considered one of the seven engineering wonders of the modern world—incorporating two-lane bridges and tunnels for vehicular traffic to get from southern Virginia to the Delmarva Peninsula in Delaware.

The 17.6-mile vehicular toll crossing of the lower Chesapeake Bay is a north-south highway and provides the only direct link between Hampton Roads and Virginia’s Eastern Shore.

In the 1990s, parallel bridges were added along the crossing, which are connected by two nearly 1-mile-long two-lane tunnels beneath the Thimble Shoal and the Chesapeake navigation channels. Now, more than a half century after the original “engineering wonder,” a project to build a parallel tunnel in the Thimble Shoal Channel will continue that tradition of modern marvel and innovation.

The Chesapeake Bay Bridge and Tunnel Commission (CBBT) broke ground in September 2017 to build its new tunnel. Unlike the original tunnel, which was constructed as an immersed tube tunnel, the parallel line is using a tunnel-boring machine (TBM). The project has an anticipated total cost of $810 million, according to CBBT Executive Director Jeff Holland.

“This type of construction is not as common in soft ground, and is only recently coming into use in the U.S.,” said Ryan Banas, P.E., CCM, project manager at HNTB, who serves as the construction management consultant. “It’s a harsh environment. It’s at the mouth of the ocean and out on the water. But it’s a vital link for the region that it serves.”

Dragados USA Inc. and Schiavone Construction Co. LLC submitted the lowest bid of $756 million using the bored tunnel method. The boring machine is currently being built and will be delivered to the site in several large pieces. Those pieces will be assembled at the bottom of an excavated pit at Island 1, where construction has started.

The TBM is expected to be delivered by late 2018, with boring construction beginning in spring 2019, Banas said. The 300-ft-long TBM will use a 42-ft rotating head to cut into the sandy soil. It is expected to bore 50 ft a day.

As the TBM excavates, an estimated total of 500,000 cu yd of soil will be brought back to Island 1 for removal. At the same time, about 9,000 precast concrete tunnel segments will be delivered to the TBM, which will precisely place the segments as it progresses. After the TBM reaches Island 2, it will be disassembled and removed.

Once the tunnel liner is completed, then the final roadway, lighting and mechanical systems will be installed. The entire project is expected to be complete by fall 2022.

“Tunnel boring machines have been around for a long time,” said Mike Crist, CBBT’s deputy executive director of infrastructure. “That’s not a new technology. The real change over the past 15 years is the ability to do TBM in soft, silty clay material underwater.”

TBM technology is typically used for hard rock tunneling. The Channel Tunnel, or “Chunnel,” from the U.K. to France used the TBM method, he said. The 10 other tunnels that have been constructed in Hampton Roads have all been completed using the immersed tube tunnel method.



CBBT Commission

The CBBT Commission broke ground in September 2017 to build its new tunnel. The project has an an anticipated total cost of $810 million.

11,000 . . . or 25,000

On an annual basis, the Chesapeake Bay Bridge-Tunnel sees 4 million vehicle crossings, Crist said. That is about 11,000 vehicles per day. “Not a huge number compared to other tunnels,” he said, “but that number is kind of misleading.”

During the peak summer season, daily crossings increase to 25,000 vehicles. Because traffic is funneled back to a two-lane tunnel for the underwater crossing, delays are common, he said. The tunnels are shut down during an accident, or a crossing by a wide-load vehicle or a truck with hazardous materials, causing further delays.

Besides improving traffic flow, the new tunnel will increase safety, offering additional lanes during routine tunnel maintenance or as an alternate route during an accident or other closure.

The CBBT District, governed by the CBBT Commission, was created as a political subdivision by the Commonwealth of Virginia in 1954. The district is comprised of six cities: Virginia Beach, Norfolk, Portsmouth, Chesapeake, Hampton, Newport News, and the two Eastern Shore counties of Northampton and Accomack.

CBBT plans to pay for the parallel tunnel through a variety of means, including the sale of revenue bonds, the district’s general fund, and several loans, including a $50 million loan from the Virginia Transportation Infrastructure Bank and a $321 million Transportation Infrastructure Finance and Innovation Act loan, Holland said. No tax dollars are being used for the project.

CBBT expects to add a parallel tunnel at the Chesapeake Channel, but not for another 20 years, Holland said. “That project is four miles north [of the Thimble Shoal Tunnel]. We anticipate we will start that in 2037.”



Link between Hampton Roads and Virginia’s Eastern Shore

The 17.6-mile vehicular toll crossing of the lower Chesapeake Bay is a north-south highway and provides the only direct link between Hampton Roads and Virginia’s Eastern Shore.

Heavy diet of fiber

Another innovation on the project is the use of steel fiber for a vehicular tunnel, said Banas. It will be the first time steel fiber has been used in a vehicular tunnel in the U.S., although the technology has previously been used in Europe, he said.

Typically, in a tunnel section like this, contractors would use a massive steel-reinforcing cage to give the concrete segments structural strength and resistance to flexure until they are placed and compression takes over, said Kevin Abt, CBBT parallel tunnel project manager.

The steel fibers are replacing the standard reinforcing steel cage that have been used in the past inside tunnel segments. Rather than using the steel cage for reinforcement, the steel fiber will be distributed throughout the segments, he said.

“That gives it the structural strength you need so you can manipulate it after [the segments] have been made,” Abt said. “It’s never been done before in the U.S. on a tunnel of this diameter. It’s very forward-reaching.”

The ability to manipulate the segments is even more important as builders will deal with the location of the project—the Atlantic Ocean.

“We’re building it in the middle of the ocean,” Abt continued. “Building a tunnel under a river, you don’t have to worry about the waves coming 20 ft up onto the equipment, but here we do.”

The use of steel fiber in the precast concrete tunnel segments also is expected to decrease the service life costs of the project, Banas said.

The use of steel fiber “could significantly cut costs not just for CBBT, but for other projects in the U.S.,” Banas said. “This could have much further-reaching impacts. It could have impacts throughout the country. We’re setting the precedent. Other agencies will be able to look at what we are doing for their future projects.”

In fact, they already are, Crist said. Because of the parallel Thimble Shoal Tunnel project, the Virginia Department of Transportation is currently in the procurement process for the Hampton Roads Bridge Tunnel expansion and is considering the TBM method as well, he said.

In August, work was being done on Island 1 to create a launching pit for the boring machine. Once that is complete the boring machine will be lowered to begin the drilling.

CBBT Thimble Shoal Channel Tunnel construction

From our Chief Operating Officer
Date: September 18, 2018

Technology tools are playing an increasingly important role in our business and our client’s business. We are focused on three of the biggest trends that are making our enterprises and our client’s enterprises more efficient. While national and global economies have been booming throughout this decade, so has the need for new and innovative technology in the construction industry. Technology trends have kept up with the rise in demand and we project the use of technology will continue to increase in both usage and adoption exponentially.

The global construction industry is expected to reach an estimated $10.5 trillion by 2023, and it is forecasted to grow at approximately 4.0% over the next five years. Diadon Enterprises is focused on accommodating and incorporating the following technologies in its strategic industry development plans during the same medium-term horizon:

1. Cloud & Mobile Technology
Virtually all mobile devices are capable of leveraging cloud technology and have the ability to operate cloud-based software from any location at any time. Adoption is growing exponentially and recognition of the advantages (primarily limitless amounts of data storage and secure access sharing) is becoming apparent to owners and managers of projects.

2. Connected Job Sites
Engineers, managers, surveyors, architects and construction workers are located in various places at different times. With cloud technology people and companies can connect with each other, regardless of location, in real-time.

3. Construction Management Software
While versions of management software have been in use historically in the construction business, the new generation of software has expanded into management of all functional areas of the construction business. Programs developed help manage operations, job costing, service management, project management, scheduling, budgeting, and payments.

Technology has always distinguished entities within the construction industry. Diadon Enterprises works to stay ahead of the technology development curve to hold its position as a leading service provider in the industry.

Robert N. Black, III, Esq.
Chief Operating Officer
Diadon Enterprises

Robert N. Black, III, Esq.
COO Diadon Enterprises, Inc.
WITH
U.S. Congresswoman Joyce Beatty
3rd District of Ohio

TO OUR SHAREHOLDERS, CUSTOMERS, PARTNERS AND EMPLOYEES:
Last year was a big year — we delivered strong results, launched secured new projects and positioned Diadon Enterprises for an incredible future. I have taken on additional responsibility for operations and client management at Diadon Enterprises to leverage my experience as a Vice President at Goldman Sachs and managing a Sub-Saharan African SME company portfolio for SAEDF to fuel national and international growth.

For fiscal year 2018, revenue has grown exponentially, adding three new marquee projects to our portfolios in Ohio and Maryland. We also maintained strong cost discipline resulting in increased cash flow from operations. In addition, we have begun investing in new market opportunities in southern California.

We delivered these results while preparing a pipeline of new and updated business development opportunities that will be secured in the year ahead. To best understand what we are about to deliver and what we're building toward, it's important to recognize a fundamental shift underway in our business and the areas of technology that we believe will drive the greatest opportunity in the future.

Our Business: Client and Employee Services
The full value of our internal technology strategy will be seen and felt in how we create cost efficiency and transparency for our clients, and how we improve the security and the participation of our employees. This is a shift in what we do and how we see ourselves — as a traditional service company in a new technology market. It impacts how we run the company, how we evaluate new technology, and how we approach projects and bids for both our clients and our employees.

Partners and New Markets
We will continue to work with our ecosystem of partners to deliver a unique menu of hauling, transportation, material and site management expertise to contribute cost and process efficiencies to the owners of city, state, county and private projects. Our clients want great solutions and we believe that a single solution does not fit each project. There will be times when we build specific solutions for specific purposes. In all, our work with partners and within our own organization, will focus relentlessly on delivering a seamless project management experience.

As an example, we first began with our employees (our greatest asset) by providing the option to receive bonuses in crypto currencies (Bitcoin). Further, we have begun strategy research to implement block chain and OPIM technology to give real time updates and control over site management activities to owners. Diadon Enterprises has expanded into southern California, opening an office in Century City to look at new market opportunities related to the pipeline of infrastructure projects stemming from the upcoming 2028 Olympics hosted in Los Angeles, as well as the $100 Billion of infrastructure projects submitted to the federal government for funding over the next ten years.

Our relationships with financial institutions and service providers who are also embracing the efficiencies that come with new millennium technology should make us a strong competitor in the southern California market.

Our Future
There's a remarkable amount of opportunity ahead for Diadon Enterprises in both the next year and the next decade. As we approach the end of 2018 and look toward 2019, there are several distinct areas of corporate development that we are focused on driving forward (new market growth, technology, cyber security and gaming technology). Leading the industry in these areas over the long term will translate to sustained growth well into the future. We are uniquely positioned to lead in these areas given our early adoption and the breadth of understanding of our executive team; and our partnership with owners of projects who share our values.

Diadon Enterprises is embracing a new era of growth — an era of incredible opportunity for the company, its employees and its partners.
There is an unprecedented amount of opportunity for the culmination of this year and the long-term vision of the company. There is a lot of hard work ahead, our success is generating excitement. My excitement for the future of Diadon Enterprises could not be greater, and we look forward to bringing more talent to the Diadon Enterprises team!

Diadon Enterprises is looking for engaging, enterprising, and self-motivated individuals across the organization. If any of the adjectives above describe you, please click on the Job Opportunities link on our website HERE. As always, thank you for your support.

Robert N. Black, III, Esq.
Chief Operating Officer

We are proud to be a part of the Parallel Thimble Shoal Tunnel Project that will construct a new two-lane tunnel under Thimble Shoal Channel. When complete, the new tunnel will carry two lanes of traffic southbound and the existing tunnel will carry two lanes of traffic northbound.

Diadon Enterprises is looking at implementing an innovative blockchain technology called Kaleido, which uses powerful features such as confidential transactions and chain analytics to take the new blockchain experience to the next level.

Editor's Note: This piece was written by Jerri-Lynn Wier, an attorney and a compliance specialist for Harbor Compliance, which provides license and entity management solutions for businesses.

Diadon Enterprises will soon announce new partnerships which will expand our business and increase our workforce by over 100 people in 2019. This expansion is being led by our CFO, Robert Black III, a Wharton Business School graduate who also received his Law degree from University of Pennsylvania. A former Goldman Sachs executive with expertise in finance, commodities and energy stocks, Robert is leading Diadon Enterprises and our partners into the global market.

Diadon Enterprises welcomes 2 new team members.



Magdalana Foniak
Environmental Engineer
North Carolina Corporate Office

Ray Hamad
Sales and Marketing Director
Ohio Division

Diadon Enterprises continues to be at the forefront of the Bitcoin and Cryptocurrency markets. Our employees participating in these profitable yet turbulent markets, experienced 60% growth in their investment portfolio in 2017

Diadon Enterprises North Carolina corporate office where our office manager, Pik Ye Phan, tried to hide from the cameras

Ray Hamad attends the Ohio Civil Rights Symposium for Transportation and explores the value that diversity and inclusion brings to both the industry and the state. During this two-day event, thought leaders from business, government, and academia held discussions on issues related to contracting, business development, regulatory compliance, and the future of transportation.

Construction on the West Virginia portion of the problem-plagued $4.2 billion Rover natural gas pipeline has been halted for the second time in nine months for failure to meet state water pollution control permit requirements.

Columbus Ohio Dump Truck Company Brief:

• The construction industry had its strongest month of job growth since March 2007 in February, adding 61,000 net new jobs, the U.S.

Columbus Ohio Dump Truck Company Brief:

• The International Organization for Standardization (ISO) is preparing to issue the first global international health and safety management systems standard, according to Business Insurance.

To bore the new tube of the Chesapeake Bay Bridge-Tunnel, enough muck will be extracted to fill about 50,000 dump trucks – muck that recent tests confirmed will be contaminated by the boring process and must be disposed of in a protected landfill.

In a region familiar with underwater traffic tunnels, it’s an unfamiliar wrinkle.

The CBBT’s latest tunnel – a $756 million, mile-long parallel tube under the southern shipping channel – will be the first in Virginia built by a boring machine, worming its way through the bay bottom.

All other tunnels in the area – a total of 10 tubes – are trench-style. Muck was scooped out the old-fashioned way, bucket by bucket, leaving most of it “clean” enough to be dumped offshore.

But the boring method being used at the CBBT requires the use of additives: foams and other substances common to the oil-drilling industry. They lubricate the cutter head and help sediments – called “spoils” – flow more easily from the hole.

Those additives are petroleum-based, leaving the spoils tainted with contaminants considered hazardous to health.

Known as TPH, for Total Petroleum Hydrocarbons, they’re measured in milligrams per kilogram of soil. Environmental protection regulations kick in when TPH hits 50-plus milligrams.

The CBBT samples – a mix of native ground and boring additives – tested at 75 milligrams of TPH, which is barely over the threshold. In heavily polluted sites, rates can climb into the 10,000 range.

But it’s high enough to make the CBBT spoils ineligible for the usual dumping site 17 miles offshore.

Also off the table now: a borrow pit on the lower Eastern Shore, a site that was previously considered.

In a regular borrow pit, TPH could seep into groundwater, explained Bert Parolari, a water protection program manager at the Tidewater office of the Virginia Department of Environmental Quality.

“Petroleum-contaminated soils must go to a landfill equipped with a liner and a leachate collection system,” he said.

Boring does have advantages for the CBBT: Fewer interruptions to shipping in the channel, less risk of damaging the existing tube nearby. Bored tunnels are the norm in Europe and Asia.

One disadvantage is the mountain of contaminated spoils it can create. Jeff Holland, executive director of the Chesapeake Bay Bridge and Tunnel Commission, said they knew “there was that potential.”

When commissioners put the project out for bid, they were willing to go either way – bore or trench – as long as the design satisfied their 2,300 pages of specifications.

All three of the lowest-price bids turned out to be bore. The commission chose the lowest of those, from Chesapeake Tunnel Joint Venture – a partnership of engineering and heavy construction companies that have done similar projects around the world.

A German outfit is building the boring machine. It’ll be as long as a football field and have a rotating cutter head that’s 42 feet in diameter, capable of chewing through 50 feet of sediment a day. TPH-containing additives will be used to reduce friction, help the machine maintain proper pressure and turn the muck into a slurry that can be carried out by conveyor.

The test results and their ramifications have been “expected from the beginning,” Andres Gonzalez, a project executive with the builder, wrote to The Pilot in an email. He said it doesn’t take much TPH to condemn soil to a landfill, comparing the threshold to “placing a drop of liquid into an Olympic swimming pool.”

In the old days, this wouldn’t have been an issue. The first tube in the region – the Downtown Tunnel – opened in 1952. The CBBT opened in 1964.

“The overall regulatory approval process virtually did not exist,” Holland said.

To satisfy today’s checklist of studies and permits, Holland says the CBBT spent about $8 million. A host of protection acts calls for monitoring of all sorts of possible impacts: construction noise on migrating whales, work lights on nesting sea turtles, sediment drift on neighboring mussels.

Testing spoils is a regular part of the process. Typically, though, any toxins encountered were already there.

That’s called “historical contamination,” said Joe Rieger. He’s deputy director of restoration with the Elizabeth River Project, a group focused on healing what was once one of the most polluted rivers in the East.

No one was surprised when TPH and other toxins turned up in Elizabeth River spoils during construction of the newest tube of the Midtown Tunnel, which opened in 2016. Before regulations existed, industries along the banks routinely dumped waste into the water.

The real surprise, Rieger said, was how much Midtown muck actually did pass muster. Of the 1.5 million cubic yards extracted, only 10 percent had to go to a landfill; 90 percent got the thumbs-up for ocean disposal.

“All the efforts we’ve put forth are paying off,” Rieger said. “We were really glad to see that.”

Chris Moore, a senior scientist with the Chesapeake Bay Foundation, says it’s not unusual to find historical contamination hidden under healthy layers of sediment.

But he wouldn’t expect to find any contamination at all where the new CBBT tube is going. Strong currents surging in and out of the bay flush the mouth with ocean water.

“There’s tremendous movement through there,” he said. “My guess is that’s true virgin territory.”

The search is on for a suitable landfill large enough to store the spoils. It’s impossible to say how long it’ll take for the TPH to break down or how harmful it truly is.

Mike Unger, an associate professor at the Virginia Institute of Marine Science, said the TPH label is simply too vague – a catch-all for a family of contaminants that come from crude oil.

To figure out the fate or toxicity of this particular TPH, Unger said, “you’d need a specific chemical analysis.”

Even then, many TPH compounds have barely been studied. The most dangerous – like benzene – have been linked to cancers, central nervous system problems and death. The most benign – like some mineral oils – are safe enough to put in food.

According to CBBT’s builder, hauling spoils to a landfill won’t delay progress on the tube. Gonzalez said the expense was anticipated and factored into the price tag of the five-year project.

No taxpayer money is being used for the tunnel. Tolls, bonds and loans will cover the cost.

The boring machine is scheduled for delivery in October. Arriving in sections, it will weigh 5.5 million pounds when assembled.

In the meantime, preparations are under way on the man-made islands. A launch pit is being dug to lower the machine so it can start eating its way under the Thimble Shoal channel, installing concrete rings in the tunnel as it goes. Crews of 20-25 people will man a control room inside the machine. Operations will go on around the clock.

One year after boring begins, the machine is expected to surface on the other side.

https://pilotonline.com/news/local/article_b1c37843-0d37-5283-8513-0b9e6210897b.html

Diadon’s Ray Hamad hanging out with WWE Superstar, MMA fighter, Olympic Medalist and Actor RONDA ROUSEY - during the Arnold Classic and Sports Festival.

https://twitter.com/DiadonRay/status/970078365821652993

Columbus Ohio Dump Truck Company Brief:

• President Donald Trump announced Thursday that the U.S. would begin imposing a 25% tariff on steel imports and a 10% tariff on aluminum imports beginning next week, according to Reuters.

Columbus Ohio Dump Truck Company Brief:

• The Port Authority of New York and New Jersey will contribute an additional $44 million toward construction of a new $13 billion Hudson River tunnel, according to the New York Daily News.

Columbus Ohio Dump Truck Company Brief:

• Atlanta-based developer Novare Group and Batson Cook Development have started construction of a 25-story luxury tower along the "$5 Billion Mile" in Frisco, Texas, according to The Dallas Morning News.

Columbus Ohio Dump Truck Company Brief:

• President Donald Trump signed a bipartisan spending bill early Friday morning paving the way for a $20 billion infrastructure investment, in addition to nearly $90 billion for post-disaster relief and rebuilding, according to The Washington Post.

UPDATE: The driver of the construction vehicle, Kyle A. Mapstone, 23, of Virginia Beach, was charged with failure to yield right of way.

—————————————————————————————————————-

CHESAPEAKE  BAY (WAVY) — A Virginia State Police trooper was involved in a crash Thursday morning on the Chesapeake Bay Bridge-Tunnel.

State police say the trooper was going south on the bridge-tunnel when the crash happened, just after 7:30 a.m.

A preliminary investigation found the trooper was exiting the second tunnel when a construction vehicle pulled out into his lane, leaving him nowhere to go.

State police say the trooper hit the back of the construction vehicle. Images released Thursday morning showed extensive damage to the trooper’s patrol car.

The trooper suffered minor injuries in the crash and was taken to Sentara Virginia Beach General Hospital, according to state police.

A state police reconstruction team is continuing to investigate the crash.

How are our team members benefiting?

The race between stocks and cryptos who can hit new all time highs and keep climbing without even bothering to look back, continued on Saturday, when the two biggest cryptocurrencies by market cap, bitcoin and ether, hit new all time highs, with Bitcoin breaking above the $8,300 resistance level around 0700 UTC, and hitting a high of $8,650 in early trading, up over 5% on the day, and rising at a pace that has put the $10,000 price target by both Mike Novogratz (and Jose Canseco) firmly in its sights.

Diadon Enterprises to open Household Waste Recycling Center in North Carolina in 2021. Land has been purchased and the facility is now in the planning stages. Stay tuned for more exciting details!

 

 

 

Team Members love the Cryptocurrency Bonus Program. Recipients in June 2017 have already seen an 80% increase in the value of their accounts.

 

 

Diadon Enterprises' Oil and Gas division expands to meet demand for Fracking Industry in North Carolina