The tunnels themselves are not the biggest concern of tunnel boring machines (TBM) that are being used to build tunnels for the first time.

The biggest issue, of course, is the cost.

“We’re trying to solve problems that we have,” says Daniel A. Gartman, director of the Tunneling Systems Laboratory at the National Institute of Standards and Technology.

“If we can do a better job at that, that’s great.

But the thing is that you can’t solve the problem until you’ve built the tunnel.”

TBMs can be built for about $40,000 per tunnel.

A small portion of the cost of each tunnel is spent building a machine, and the rest is paid for by the federal government, which is financing the projects through the Federal Transit Administration.

TBM costs vary depending on the size of the tunnel, but typically cost between $5 million and $10 million.

The TBM industry is also evolving rapidly.

Today, companies such as MIM Research and BHP Billiton, the British company that built the $20 billion $400 billion Deep Tunnel project in the United Kingdom, are building their own TBM.

And there are more than 40 companies developing the same technology for tunneling, according to Gartmans research.

The problem is that all of them have different operating costs and different expectations for how quickly the machines can be deployed.

In the past, most TBM companies focused on tunneling for a few weeks or months.

But these days, many of the companies are focusing on tunnel-boring for decades or even centuries.

Some tunneling companies also say that they have more options than they had in the past.

For example, MIM has found it increasingly difficult to locate its first TBM, a device that can be operated remotely.

So the company has built a “tunneling machine for humans,” which can be installed in a home or office and is capable of operating for years.

MIM also has a large underground network of tunnels for use in its work, but that network is only accessible via a cable system.

“There are so many different ways to get through a tunnel, it’s not just one thing you can do,” says Gartmann.

“You have to plan the entire journey.”

That has made it harder to get the machines into the right places and to have them perform as expected, he adds.

The best way to build TBM machines that can operate for decades is to build them in a lab.

Theoretically, you could build a machine with just one or two machines that work well, but they can quickly get out of control.

That’s what MIM is doing with its “bondage,” which has two main functions: First, the machines are designed to be safe and can withstand shocks and earthquakes that can cause the machines to fail.

And second, the devices can be easily transported.

Bondage machines are typically used for things like construction and maintenance of highways and bridges.

MIGR, which specializes in designing and building TBM systems, was founded by two former tunnel boring engineers, David K. Dallin and Gary R. Miskowitz, and recently received $500 million in federal funds to build its first line of machines.

Misksowitz is an engineer who worked at the Manhattan Bridge Tunnel in the 1970s and is now vice president of the engineering firm MIM Technologies.

He is the author of the book, Tunnel Boring Machine: A History of the Science of Building, that was recently published.

Dalls is the director of MIG’s tunnel boring laboratory.

He has been an engineer for 25 years and is also the president of MIM.

He and Miskowitz are the authors of the “tuning guide” that explains how the Bondage system works.

MEGR’s current Bondage machine is called the “Tunneling Control Unit.”

It consists of four sections that are each designed to operate at three different speeds.

The machines can operate at speeds of up to 25 miles per hour and can be used for excavating tunnels for two or three hours.

The first section, which moves slowly, can hold the first TBC for as long as six months.

“It’s really a very simple and very cheap way to get to a site,” says Dalls.

But because it is designed to work at two different speeds, it has a significant impact on the tunneling experience.

“The first section of the machine can hold a maximum of 50 tons,” he says.

“And because the machine is a combination of a motor, a belt, and a pulley system, the load can be high.”

Dalls says that MIG is working with several other companies to create their own Bondage systems, but he is optimistic that the Bondages will be ready for the Tube-borbing project by the end of this year.

“I think we’ll be in a position where the Bond