Port Of Miami Tunnel Concession Agreement
The tunneller was longer than a football field with a length of 160 m and a diameter of more than 12 meters. It was used to drill two tunnels 43 feet (13 m) in diameter side by side, one for each direction, each of 3,900 feet (1.1 km).  The tunneller itself cost US$45 million and was built by the German company Herrenknecht for the Miami Tunnel Project.  No explosives should be used during the construction of the tunnel.  Drilling of the tunnel itself began in mid-November 2011 and the drill began work at the entrance to the Watson Island Tunnel.  The treaty did not provide for arbitration as a dispute resolution mechanism and disputes generally escalate with the DRB if negotiations do not resolve the dispute. The DRB continues to be used regularly by the parties for the project to resolve disputes. The settlement is expensive, but the parties felt that it is an effective means of resolving disputes and has the advantage of reducing the risk of litigation. The DRB also helps avoid conflict when used as a regular tool for this type of project. The parties meet regularly with the DRB to discuss issues that could become disputes. These meetings are a forum for the project company and purchasing authority to proactively resolve problems before they escalate into conflicts. The construction process of the Port of Miami Tunnel has always been a challenge, as the MacArthur Causeway Bridge (to which the tunnel was to be connected) could not be closed and the port itself had to remain fully operational.
The tunnels were the first tunnels in Florida to be completed inside a tunneller (TBM), resulting in significant pre-costs. This project was the subject of a tender in the heat of the global financial crisis, with the Florida Department of Transport choosing a consortium, the Miami Access Tunnel, as its preferred bidder in 2008. The majority investor at this point was Babcock and Brown, who went bankrupt before the financial close. Meridiam joined the consortium as majority investor to replace Babcock and Brown, and in 2009, a financial conclusion was reached with the Project Company, MAT Concessionaire, LLC. The completion of the first tunnel took eight months due to unforeseen geotechnical challenges, which took longer than expected due to unforeseen geotechnical challenges.