On-Site Nov/Dec 2011

November/December 2011

CONCRETE

ON-SITE pg.33

2012 CONSTRUCTION

FORECAST PROSPECTS ARE STRONG pg.28

TRUCKS

TOUGH & SAFE

A Tale

OF TWO BRIDGES

+

LEGAL MATTERS

NEIGHBOURS CAN BE A NUISANCE

www.on-sitemag.com

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Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks Dealer nearest you, call 1-800-FTL-HELP. www.freightlinertrucks.com. FTL-MC-A-1052.

Specifications are subject to change without notice. Š2011, Daimler Trucks North America, LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

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MEET THE ALL-NEW SEVERE DUTY WORK TRUCK. Notice something different? That’s called work. Real, gritty, put-your-back-into-it, work. Which is exactly what the Severe Duty line-up was made for. These trucks are designed to easily maneuver their way out of everything from a budget crunch to the trenches of a work site. And with a chassis engineered for clear back of cab, body upfit is easy, no matter what sort of duty calls. There’s work.

And there’s SD work. Check out all the new work trucks at FreightlinerTrucks.com/WorkSmart

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WE WORK WITH THE MOST OPINIONATED CUSTOMERS ON EARTH. AND IT SHOWS.

Jerry Pate, Gregg Perrett, Marty McGough. Just three of the many experienced operators who worked for years to help design the G-Series. They brought no shortage of strong opinions, and zero tolerance for compromise — especially when it came to the steering wheel. These guys are the reason our new controls are not only laid out in a familiar pattern, but also conveniently placed in the armrest. Meaning there’s nothing to relearn, a great view to the blade, and reduced fatigue at the end of the day. You can also thank these guys for demanding we incorporate Interim Tier 4 technology without diminishing power, performance, or visibility. See your dealer or our website to nd out more about the customer-designed features of our G-Series Graders.

YOU’RE ON.

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CONTENTS

VOLUME 55, NO.7 November/December 2011

DEPARTMENTS 7 Comment

Shamelessly optimistic

8

News Industry news

13

Construction Statistics

14

Test Drive

The latest news on building permits and construction employment

California dreamin’

COLUMNS 50 Risk

Achieve asset performance certainty

COVER STORY 28 2012 CONSTRUCTION FORECAST

Despite a tough economy and a string of natural disasters, near-term health of construction in Canada is looking strong for 2012.

52

Funny Photo

54

Contractors and the Law

51

Index of Advertisers

Funny Photo contest, Calendar of events

Neighbours can be a nuisance

FEATURES 16 A tale of two bridges

The story of two structures that have generated enormous debate about the importance of bridges in Canada.

22

Tough and safe Safety innovations in pickup trucks are keeping contractors safe, on and off the job site.

16

22

33

54

IN THIS ISSUE 33 CONCRETE ON-SITE

World of Concrete Show Preview

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Corinne Lynds

COMMENT

www.on-sitemag.com • Fax: 416-510-5140

Publisher | Peter Leonard (416) 510-6847 PLeonard@on-sitemag.com Editor/Editorial Director | Corinne Lynds (416) 510-6821 CLynds@on-sitemag.com Assistant Editor | Andrew Snook (416) 442-5600 x3524 ASnook@on-sitemag.com Contributing Editor | James A. Barnes Art Director | Melissa Crook (416) 442-5600 x3260 MCrook@bizinfogroup.ca Associate publisher | David Skene (416) 510-6884 DSkene@on-sitemag.com Account Manager | John Chiasson (416) 510-6791 JChiasson@on-sitemag.com Sales & Marketing Coordinator | Kim Rossiter 416-510-6794 KRossiter@bizinfogroup.ca Production Manager | Karen Samuels 416-510--5190 KSamuels@bizinfogroup.ca Circulation Manager | Selina Rahaman (416) 442-5600 x3528 SRahaman@bizinfogroup.ca Published by BIG Magazines LP, a division of Glacier BIG Holdings Company Ltd. 80 Valleybrook Drive, North York, ON M3B 2S9 BIG Magazines LP Executive Publisher | Tim Dimopoulos Vice-President of Canadian Publishing | Alex Papanou President of Business Information Group | Bruce Creighton SUBSCRIPTION RATES Canada $81.00 per year, Outside Canada US$139.00 per year, Single Copy Canada $13.00. On-Site is published 7 times per year except for occasional combined, expanded or premium issues, which count as two subscription issues.

Privacy Notice From time to time we make our subscription list available to select companies and organizations whose product or service may interest you. If you do not wish your contact information to be made available, please contact us via one of the following methods: Phone: 1-800-668-2374 Fax: 416-442-2191 E-mail: jhunter@businessinformationgroup.ca Mail to: Privacy Officer, 80 Valleybrook Drive, North York, ON M3B 2S9 Canadian Publications Mail Agreement No. 40070230 On-Site receives unsolicited materials (including letters to the editor, press releases, promotional items and images) from time to time.

On-Site, its affiliates and assignees may use, reproduce, publish, re-publish, distribute, store and archive such unsolicited submissions in whole or in part in any form or medium whatsoever, without compensation of any sort.

DISCLAIMER This publication is for informational purposes only.

The content and “expert” advice presented are not intended as a substitute for informed professional engineering advice. You should not act on information contained in this publication without seeking specific advice from qualified engineering professionals.

Canadian publications Mail Sales Product Agreement 40069240 Established in 1957, On-Site is published by BIG Magazines LP a division of Glacier BIG Holdings Company Ltd. Inc. ISSN: 1910-118X We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund (CPF) for our publishing activities.

Content copyright ©2011 by BIG Magazines LP, may not be reprinted without permission.

Shamelessly optimistic

A

s I wrap up my second full year in the driver’s seat here at On-Site, I can’t help but feel fortunate for all the great experiences I’ve had, and all the truly inspiring people that I have met along the way.

The magazine is doing well: our editorial team has grown (welcome Andrew Snook); we still have the guidance and contributions of industry gurus such as past editor Jim Barnes; and our online presence is growing with the expanded capabilities of our website and foray into the wonderful world of social media.

Our success is closely connected to the strength of the Canadian construction industry. With that in mind, reading TD economists’ Diana Petramala and Derek Burleton’s recent report about how “Canada’s construction sector is flexing its economic muscle” has given me even more reason to be optimistic about 2012.

Tis the season for sharing, so here are a few highlights from the report that are sure to make you merry.

• The construction industry was the second fastest growing industry over the last decade. The sector, which accounts for about one tenth of Canadian GDP, directly boosted total economic growth by a sizeable 0.5 percentage points per year on average, more than double its prior 20-year average. What’s more, nearly one million direct and indirect jobs have been created due to the building boom over the past decade.

• Non-residential construction helped provide the largest lift to real GDP growth, while residential building experienced the largest gains in employment.

• 2011 likely marked a transition into a period of more moderately paced building. Over the next few years, slowing housing demands and an overbuilding in the Canadian condo market are likely to weigh on residential building construction. Government focus on deficit reduction also implies a slower pace of spending on infrastructure.

The good news is that healthy business balance sheets, a decent profit outlook and a number of tax incentives will support continued strength in non-residential building.

• While the economic thrust from construction will likely slow down significantly over the medium term, the sector is expected to continue to positively contribute to economic and job growth.

For more detailed information on how the construction industry is shaping up by sector and region, check out the 2012 Construction Forecast on pg 28.

From all of us here at On-Site, Happy Holidays and best wishes for the New Year.

MEMBERS OF

Canadian Association of Equipment Distributors

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11-12-01 1:31 PM

Industry News SNC-Lavalin awarded major oil sands project in Alberta SNC-Lavalin has been awarded a $650-million contract by a major oil sands mining producer to provide engineering, procurement and construction (EPC) services for a froth treatment plant in the Fort McMurray region.

The froth treatment plant will process 155,000 barrels of feedstock per day from the bitumen extraction plant in the form of bitumen froth.

The engineering phase is now underway and construction is scheduled to begin in February 2012. Mechanical completion for the construction is expected in September 2014.

Aecon signs letter of intent with PotashCorp for $250 million Aecon Group Inc. has announced its Lockerbie and Hole Eastern Division has signed a letter of intent with the Potash Corporation of Saskatchewan Inc. for a project valued at more than $250 million to install the interior of a new process mill at the PotashCorp

A handful of oil-rich soil from Fort McMurray Alta.

mine site near Rocanville, Sask.

The scope of work for the project includes the installation of all utilities and equipment for the new mill, including the process piping, electrical, mechanical, instrumentation, HVAC and all processing equipment in the mill, where potash ore from the nearby mine will be processed.

This project will create approximately 800 jobs at the construction site. Site preparation is expected to begin in early

The On-Site team is growing Please help us welcome assistant editor Andrew Snook. Andrew has been working as a reporter, photographer and columnist for Metroland Media Group Ltd. since March 2010. During that time his articles, columns and photos have been published in more than a dozen community papers across the Ottawa Region, with the majority of his work appearing in The Perth Courier and Smiths Falls This Week. He has also been working as a freelance writer since August 2009. His articles and photos have been published in The Ottawa Sun, Canadian Government Executive Magazine, Hockey Now, The Perth and District Chamber of Commerce Visitor’s Guide, Sheridan College’s Ovation Magazine, Minor Hockey Life, Milestones and Sports Xpress Magazine. Before entering the field of journalism, he worked in the transportation and logistics field as a route manager and a logistics coordinator.

2012, and this portion of the project is scheduled for completion in the fall of 2013, ready to turn over to PotashCorp for commissioning and startup.

This announcement, builds on October’s award of a similar project on a smaller scale at the PCS Picadilly mine in New Brunswick. This project brings the total value of projects announced by Aecon since September for a number of clients to more than $850 million.

The Ontario College of Trades builds governance The Ontario College of Trades Board of Governors has chosen a chair and a permanent registrar-chief executive officer has been named.

In a significant step forward, the Board of Governors elected Ron Johnson as their chair. Johnson is the deputy director of Interior Systems Contractors Association of Ontario and the Interior Finishing Systems Training Centre. He has been a strong advocate of apprenticeship training in the Province of Ontario and forged strong relationships between labour and management, and provided stakeholder input on apprenticeship reform to industry and government. Johnson is also a former Member of Provincial Parliament.

In the same week, Bob Guthrie has been brought on board to lead the college’s staff as registrar and chief executive officer

continued on page 10...

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INDUSTRY NEWS

for the college. Guthrie is the former chief executive officer of the Saskatchewan Apprenticeship and Trade Certification Commission, where he served for seven years. He has nearly 30 years of experience working with trades and apprenticeship, as well as an extensive knowledge of industry standards and labour market needs.

Guthrie will assume his role full-time in the new year.

Steel construction company signs contract with Calgary airport Structural steel construction company, Supermétal, has announced a contract for the new terminal at the Calgary International Airport in Alberta. The recently awarded mandate totals over $30 million and will be supplied in part by Supermétal’s Western Division and Leduc plant near Edmonton, which employs approximately 100 people.

Supermétal has the mandate to fabricate and erect 5,600 tons of structural steel required for Calgary International Airport’s International Facilities Project (East Concourse), the single largest expansion undertaken to meet international passenger demand for one of the fastest growing route sectors. The new International Concourse will incorporate sustainable design principles, cognizant of the need to create additional space, reduce energy consumption and minimize environmental impact, and is expected to require an estimated investment of $1.4 billion. The main 183,500-square-metre building will include five levels, 22 aircraft gates and will open in Q4 of 2015.

Supermétal’s contract is with the airport’s expansion construction manager EllisDon.

PCL cleans up at National P3 Awards Four PCL Family of Companies projects have received national awards for Innovation and Excellence from the Canadian Council of Public Private Partnerships (CCPPP).

PCL’s Surrey Pretrial Services Centre Expansion project, located in Surrey, B.C., received a CCPPP Gold Award for project financing. Every one of the three projects receiving CCPPP Silver Awards was built, or is being built, by PCL. The Silver Award winning projects were selected in the categories of Project Financing, Infrastructure and Service Delivery.

“Canada’s public-private partnership marketplace is very

10

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advanced, and we are very proud to play an integral role in these award-winning projects,” said PCL president and CEO, Paul Douglas. “This recognition supports our commitment to, and pursuit of, becoming a market leader in delivering successful P3s as the marketplace continues to grow.”

Project Descriptions: Gold Award (Project Financing) Surrey Pre-Trial Services Centre Expansion • Renovation of the existing high-security centre and a 9,300 m2 addition that includes prisoner cells, common areas and support spaces.

• Being built to Gold LEED Certification standards.

Silver Award (Project Financing) Communications Security Establishment Canada • New 72,000 m2 security facility will comprise of office and special purpose space to house Canada’s national cryptologic agency.

• Being built to LEED Gold Certification standards.

Silver Award (Infrastructure) Ministry of Government Services Data Centre (ON) • Includes a 2,790 m2 raised-floor data centre area with provisions for future expansion, a central utilities plant, office and support areas, print facility, and contingency response centre.

• Registered to achieve LEED Certified rating.

Silver Award (Service Delivery) Durham Regional Courthouse • Integrated 42,000 m2 building, located in downtown Oshawa, houses 33 courtrooms, three motions rooms, two conference/settlement rooms and related legal and court services.

• Achieved LEED Gold Certification with an emphasis on energy management and conservation.

PCL has completed, or is currently working on, 24 P3 projects across North America, worth approximately $5.5 billion.

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Western news

HST loss a major blow to B.C.

By David Godkin

B

.C.’s heavy construction industry is deeply disappointed by a referendum vote this fall overturning last year’s introduction of the 12 per cent Harmonized Sales Tax (HST) in favour of a return to the original GST/PST. That’s because HST applied to purchases of heavy equipment such as dump trucks and excavators is eliminated through an input tax credit. Doug Bjornson, chair of the B.C. Road Builders and Heavy Construction Association says that credit provides construction companies with added working capital for reinvestment in equipment and to bolster business.

“They can use the funds to bid more competitively on projects or to hire more people. There are a lot of good things that come out of it.”

Public anger erupted in mid-2009 when Premier Gordon Campbell reversed his earlier position not to switch to the HST—six weeks after a provincial election in which no mention had been made of the impending new tax. Industry was quick to support retention of the HST and blamed the tax’s demise on government’s failure to effectively communicate its benefits. The association endorsed the tax, Bjornson says, because in addition to the HST tax credit, the new levy is much simpler to administer than the original double tax and it stimulates more government business.

“The PST/GST results in double book keeping, where the HST is all one process. The HST helped the government as well because they had more money coming back which helped them put out more projects.”

Don Cameron, project manager with G&E Contracting in Sidney, B.C. says the HST benefited the city of Victoria in particular by encouraging more capital spending on “infrastructure work that we want to see and direly need.” Mike Jacobs, president of

Emil Anderson Construction in Kelowna, B.C. goes further, saying the HST provided necessary revenues for projects across the province, including hospitals, schools, road projects and ports, “a lot of which drives the economy,” he adds. “Unless we have a robust economy we can’t afford all the other social services.” Those who voted against the HST also failed to take into account the $1.6 billion in transitions costs, which B.C. must now return to Ottawa.

“Government will have $1.6 billion less and will not be collecting revenues as they were under the HST,” says Jacobs. “That means they need to raise taxes one way or the other. So taxes will go up.”

The biggest potential loss under the HST, most agree, is the money construction companies save on large equipment purchases.

“The HST was great in making major purchases,” says Jacobs. “You only paid for the actual costs of the machine, not the cost, plus seven per cent.” That savings extended to suppliers like Chris Galer, owner of Port Coquitlam’s POCO Building Supplies, which purchased a brand new crane truck shortly after the HST came in.

“The crane truck alone cost us about $18,000 less under the HST rules than it would have had we done it under the GST/PST.” With 12 to 18 months to go before the province returns to the original PST/GST, Doug Bjornson expects some construction companies will increase their equipment purchases to take advantage of the HST before it expires. “But the issue will be what happens after that point,” he adds. “There could be a real downturn at that point.” Bjornson and Jacobs are both hoping that government will offer a rebate or tax credit to offset heavy equipment costs once the HST is gone.

‘The biggest thing we need right now,” says Jacobs, “is some certainty and rules.”

“Government will have $1.6 billion less and will not be collecting revenues as they were under the HST.”

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CONSTRUCTION STATS A SELECTION OF DATA REFLECTING TRENDS IN THE CANADIAN CONSTRUCTION INDUSTRY

Total value of permits

Building permits continue to decline Contractors took out $5.6 billion worth of building permits in September, down 4.9 per cent from August and the third consecutive monthly decline. Construction intentions fell in six provinces, led by B.C. and Alberta. The decline nationally was mainly attributable to lower construction intentions for both the residential and non-residential sectors in B.C., and the non-residential sector in Alberta. In the non-residential sector, the value of permits fell 11 per cent to $2 billion in September, a third consecutive monthly decline.

Real gross domestic product rises in August

$ billions 7.4 7.0 6.6 6.2 5.8 5.4 5.0 4.6 4.2 3.8 3.4 3.0 S J 2008

J 2009

J 2010

S 2011

Investment in non-residential building construction slides

billions of chained (2002) dollars 1,270

Investment in non-residential building construction decreased 1.3 per cent to $11.1 billion in the third quarter, following six consecutive quarters of growth. This decline was largely driven by a continuing downward trend in investment in institutional building construction. Among the seven provinces that posted declines in the third quarter, Alberta and Ontario recorded the largest decreases.

1,260 1,250 1,240 1,230 1,220 1,210

Investment in non-residential building construction

All industries

1,200

seasonally adjusted

$ billions 12

1,190 1,180

A

J 2008

A

J

2009

A 2010

J

A 2011

Construction GDP up Real gross domestic product (GDP) rose 0.3 per cent in August, following increases of 0.4 per cent in July and 0.2 per cent in June. Construction edged up 0.1 per cent in August. Both residential building construction and engineering and repair work grew, while all types of non-residential building construction (industrial, institutional and commercial) retreated.

11 10 9 8 7

IV I II III IV I II III IV I II III IV I II III IV I II III 2006 2007

2008

2009

2010

2011

Source: Statistics Canada

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T S E T IVE DR

CALIFORNIA DREAMIN’

BY CORINNE LYNDS

M

achine control is one of those things you really have to experience to appreciate.

I got the opportunity to do just that a few months back when I spent the day with Topcon Positioning Systems’ marketing team at the 14-acre VIP Welcome Centre and Solutions Site in Livermore, Calif.

(For any of you not familiar with the company, Topcon Positioning Systems (TPS) designs and manufactures precise positioning products and solutions for the global surveying, construction, agriculture, civil engineering, mapping and GIS, asset management and mobile control markets.)

Officially opened in April, the new test site allows customers, dealers, OEMs and occasionally business media to test-drive a variety of heavy equipment fully kitted out with the latest machine control systems, in a real-world construction setting.

“Many of the latest advancements, especially those in machine control technology, are prohibitive for the local dealer to be able to provide local demonstrations,” said Ray O’Connor, TPS president and CEO as he explained why the test site was developed. “Additionally, the interest level from OEM equipment manufacturers in machine automation has increased significantly, and more and more customers and potential customers are eager to visit Topcon and see the performance and productivity advantages for themselves.”

The company offers up a variety of 2D and 3D motion control systems for different types of equipment, but it’s the 3D-MC² Motorgrader technology that was most impressive from my perspective. I was able to take several passes at a simulated road site

VIP Welcome Centre.

T

Mark Contino, VP of Marketing, Topcon Positioning Systems.

in both manual and machine-controlled modes. The difference was impressive for a neophyte such as myself—but the benefits for experienced operators would be significant in accuracy and efficiency as well. The system does not replace an operator’s skill (trust me, that’s still necessary), but it allows them to work more efficiently taking fewer passes to meet grade, and gives them infinitely more control over the accuracy of their work.

How it works The 3D-MC² system uses Topcon’s GX-60 control box, GPS+ antenna, MC-R3 receiver and 3D-MC² sensor and pairs them with controlling software to provide position updates up to 100 times per second. The sensor combines a gyro, compass and inertial sensor to measure the X, Y and Z position as well as the roll pitch, yaw and acceleration of the dozer.

As the folks at Topcon like to say: “If it sounds like rocket science, it’s because in many ways it is!”

To translate all this tech-talk into plain English—It means that adding 3D-MC² to a motorgrader allows the control system to immediately sense any changes in the cutting edge position and instantly make corrections providing stability and smoothness when finish grading.

Aside from the obvious benefits of allowing customers and dealers to experience machine control for themselves, the Solutions Centre also offers two classrooms for training, engineering facilities, a break room, office space and continues to be the headquarters for the Topcon University training team. The VIP Welcome Centre located at the entrance of the test site includes a boardroom and all the latest in audio/video gadgetry.

One last tip, if you’re ever invited to visit this test site. Don’t forget your sunscreen!

Corinne Lynds is editor of On-Site. Send comments to editor@on-sitemag.com.

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C t P d T

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Bridges

In a city already struggling with road and highway congestion, the Fraser River and the barges that course up and down its length, have come to play a key role in local construction.

A Tale of Two Bridges

By David Godkin

U

nderstanding how bridges come into existence in Canada requires a perspective embracing both the technical and political dimensions of infrastructure development.

This is the story of two structures that have generated enormous debate about the importance of bridges in Canada, what happens when we ignore them and how innovations in engineering and construction are transforming both their look and stability.

Port Mann bridge under construction.

16

The Port Mann – a series of firsts When plans for twinning the 2,100-metre Port Mann Bridge over the Fraser River were announced on Jan. 31, 2006, the howls of protest could be heard across Metro Vancouver. “How can you propose another major infrastructure project when what we really need is a thorough overhaul of our transit system?” they demanded to know. “You might reduce congestion for a few years, but what will you do when congestion returns?” others asked. “Build another bridge? And what about all those greenhouse gases?” David Suzuki charged the bridge plan violated Metro Vancouver’s Livable Region Strategic Plan by ignoring its environmental impact.

Undeterred, the province pressed on with plans for a P3 designbuild contract in 2009 under the aegis of a newly formed consortium, the Connect BC Development Group, which sought financing for the project at the very moment the global economy was shrinking. This time the government was forced to re-think its plans for the bridge after failing to come to terms with the four companies that made up the consortium. Suddenly gone was the original idea for a second bridge adjacent to the original. In its place was a 10-lane replacement bridge and highway-widening project worth nearly $2.5 billion.

Even the stripped down version of the Port Mann is impressive: a link 2.2-kilometres long, 65-metres wide carrying 10 lanes—the

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Work Trucks A 720-tonne gantry was used to set in place 90-tonne pre-made concrete bridge deck sections.

s widest in North America—and a principle span 470 metres long, making it the second-longest cable-stayed span in the western hemisphere. Unpack those dimensions a little more, says Scott Hoodenpyle, project manager for the Port Mann Bridge, and you discover achievements in bridge engineering and erection, notably the pile testing. “We believe that we performed the largest pile test in North America, at 53 MN, to confirm the design capacity of the project’s driven pile.” According to another engineer, Ontario’s head standards engineer Nicolas Theodor, such testing is vital because of the “huge loads” large bridges like this are expected to carry.

“When you have very large units that are expected to carry very large loads your whole set up has to be such that it can transfer all that load into the pile.”

In a city already struggling with road and highway congestion, the Fraser River and the barges that course up and down its length, have come to play a key role in local construction. For example, once the exterior shell of the Port Mann’s primary marine footing was precast, it was towed by tug up the Fraser River, says Hoodenpyle, where it was ballasted down over previously driven pile.

“The shell was used as a cofferdam to allow for resteel and concrete operations to be performed in dry conditions, essentially creating a hole in the water.”

Another innovative construction technique, says Hoodenpyle, involved concrete slips at the bridge’s two pylon towers. “Each pylon is 160-metres tall, 76 metres of which has been slipped—the first time, such an operation has been performed in North America,” he says. Key to the bridge’s integrity has been configuration of its geometry so the design is as efficient as possible, while accommodating the environment, physical restrictions of the existing Port Mann Bridge, a major CN switching yard, marine users and neighboring businesses.

By far the biggest and most interesting attraction at the Port Mann has been the use of a massive 720-tonne gantry to set in place 90-tonne, pre-made concrete bridge deck sections. More than 288 deck sections have been placed on the Surrey side to date, with 831 pre-made concrete sections to be installed in the Coquitlam side’s north approach to the bridge. The work couldn’t have been done as quickly or as efficiently without the gantry, says Hoodenpyle.

“Configuration of the bridge required the use of two different types of precast segmental constructions. The gantry we are using is a combo-truss, which allows us to accommodate both types of construction methods with a single gantry.”

This modular approach to construction where components are fabricated off-site, trucked and installed on-site is part of a growing trend, according to Kevin Baskin, chief bridge engineer with B.C.’s Ministry of Transportation and Infrastructure. “It makes for more rapid construction on-site and there’s less labour on-site,” he says.

Use of a gantry this size plainly depends upon the configuration and span length. A shorter spanned bridge doesn’t provide the economy of scale to justify its use.

“To gear up for that kind of structure you need a long span, a lot of repetitiveness and a lot of components,” says Baskin. “That’s where that kind of structure is cost competitive. That’s where you see that kind of gantry.”

Picking up the pieces…

To hear Quebec transportation officials tell it, Sept. 30, 2006 was a day like any other: lovely fall weather, bright clear driving conditions—and yes, reports of concrete falling from an overpass onto Autoroute 19, but nothing that hadn’t been heard before or that appeared too much out of the ordinary. A technician dispatched to do a sight-and-sound test quickly determined the road posed no immediate hazard and need not be closed. Instead, he

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BRIDGES

SMSPRT11_49

had the fallen concrete removed and left the site.

Thirty minutes later, in what sounded to area residents like an earthquake, three lanes of the overpass collapsed, crushing two vehicles, killing their five occupants, and seriously injuring six others whose vehicles plunged over the side. Stunned, authorities moved quickly to rescue survivors, pull bodies from the wreckage and remove debris. How, the evening TV forecasts asked later on that evening, could this have happened?

Three lanes of the overpass on Autoroute Unravelling what happened fell to Pierre Marc 19 in Quebec collapsed on Sept. 30, 2006, Johnson, a Montreal attorney who for more than a crushing two vehicles. year conducted an exhaustive enquiry into the overpass’s collapse. His conclusions were stark: poor quality concrete that deteriorated faster under freezing conditions, improper rebar installation at the time of construction, long before it began using high-performance concrete for all its lack of shear reinforcement and inadequate water protection in the road structure slabs. In an email interview for this article, minisoverpass thick slab. All this, coupled with repeated vehicle impact try officials who declined to be identified said these materials are at the overpass expansion joint, Johnson concluded, contributed to already integrated into the departmental standards. “Since the bethe tragedy at the Concorde Overpass that day in September. ginning of the 2000s, the MTQ has begun to use ternary cement for Quebec’s Ministry of Transportation (MTQ) responded quickly, its concrete. The properties of this are clearly superior to those recpointing out that this particular structure was built in the 1960s, ommended in [previous] codes in terms of durability and implementation.” As for the high concentration of rebars in the upper part of the overpass abutment that caused horizontal cracking and weakened the bridge, the MTQ avoided this altogether by opting for a different design.

“The new built structure is completely different from the existing structure. It is a conventional two-span overpass with a steel girder deck and concrete slab. Thus, there is no problem in terms of potential weakness created by rebars in a thick slab overpass.”

According to experts, shear reinforcement would have intercepted the zone of weakness in the Concorde’s abutment and controlled the internal cracking. This is SMS Equipment holds a unique position in the industry as a done, says Kevin Baskin, by designing the one-stop supplier of the most complete range of equipment. reinforcing so that it crosses the plane of We offer only world-renowned equipment that meets your the potential failure cracks. “So that when standards of reliability and productivity. With over 40 locations the concrete does crack, there’s rebar there to serve you across Canada, SMS Equipment is your local to pick up that load and you don’t get a equipment and solutions provider. sudden and brittle failure.” Accordingly, in October 2007, nearly a year since the overpass collapsed, the MTQ ordered that all thick slabs have at least one shear reinWestern eAstern forcement to withstand shear stresses, even 1.866.458.0101 1.800.881.9828 region region if the capacity of the concrete is sufficient. www.smsequip.com The Johnson report was also highly critical of the slab’s thickness, complaining

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On-Site | November/December 2011

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The Quebec overpass was built in the 1960s, long before the use of high-performance concrete was used.

about its lack of water tightness, something the MTQ spokesman said could not occur in bridge structures today. “All our new structures have a high-performance prefabricated membrane to ensure the water tightness of the concrete deck, in addition to hot-mix asphalt.” That bridge deck top is the structure’s most vulnerable component, says Bala Tharmabala, bridge office manager with Ontario’s Ministry of Transportation, because of salt water that forms during winter de-icing operations and can corrode the re-enforcement. “Traditionally we have used something called a hot rubberized asphalt and have gone back and checked its performance,” says Tharmabala.

“For us it seems to be performing fairly well.”

For her part, Maud Cohen, president of the Ordre des ingénieurs du Québec (OIQ) says a central issue about Quebec bridges today and one connected to alleged collusion in Montreal’s construction industry is “a loss of expertise” in the MTQ itself since the 1980s. “The actual infrastructures that were built already weren’t being maintained as they were supposed to,” says Cohen. “Investments that were supposed to be made were not made.” In other words, it’s not enough to find the cash to pay for a bridge’s construction; resources for repair and maintenance are also critical.

“That’s what Ontario is doing,” says Ontario’s Tharmabala. “It’s not only building, but timely maintenance that is important for keeping the value of the structure intact and keeping it safe, too.”

The MTQ seems to have got the message. Since 2008, it has extended a training course in supervision of structural work to all stakeholders responsible for supervision, i.e. the supervisors and their technical representatives. It has invested in a new structure management system that integrates an improved inspection system for thick slab overpasses like the Concorde. The inspection frequency has also been increased and a cracking notice process instituted to help inspectors assess the incidence of defects that may affect concrete structure.

Whether it’s an overpass like the one in Montreal, or a massive structure like the Port Mann in Vancouver, two things are clear.

First, when we fail to adhere to and periodically update existing standards in bridge design, construction and inspection, natural physics will intervene, sometimes with deadly results. The second is that reliable standards are the bedrock upon which innovation in bridge design and construction rest. We can’t move forward designing and building new structures unless we have rock solid confidence in the standards that underpin public safety.

David Godkin is a B.C.-based freelance writer. Send comments to editor@on-sitemag.com 20

On-Site | November/December 2011

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PickuP TruckS

Chrysler 2011 Ram 1500

TOuGH & SAFE E

verybody knows that the best safety innovations first appear on high-end luxury cars. Eventually, they begin to filter down to regular and entry-level models. And what typically comes last? Pickup trucks.

It probably didn’t seem that important in the past because the theory was that bigger is better, and when it comes to a full-size pickup colliding with a smaller car, the truck wins. Yet because most pickups are far less nimble than cars, it’s actually more important to have the latest safety technologies in work trucks too.

Pickup truck drivers must also contend with differing handling characteristics, depending on whether or not they are carrying a heavy load in the truck bed or cargo area.

Safety is about much more than the size and weight of a vehicle.

The race among the top manufacturers to be the best in the fullsize light truck market has meant that many of the latest safety innovations can now be found in every manufacturer’s work truck lineup. This is an important market for all manufacturers, as light trucks remain the most popular vehicles in Canada, and pickup truck sales specifically were up 26.2 per cent last year.

Manufacturers vie each year to achieve a Top Safety Pick rating from the Insurance Institute for Highway Safety (IIHS). To earn Top Safety Pick, a vehicle must have good ratings in all four Institute tests of crashworthiness.

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SAFETY iNNOVATiONS iN PickuP TruckS ArE kEEPiNG cONTrAcTOrS SAFE, ON AND OFF THE JOB SiTE

BY BILL ROEBUCK

To determine crashworthiness—how well a vehicle protects its occupants in a crash—the Institute rates vehicles good, acceptable, marginal or poor based on performance in high-speed front and sidecrash tests, a rollover test, plus evaluations of seat/head restraints for protection against neck injuries in rear impacts. In addition, the winning vehicles must offer Electronic Stability Control (ESC).

The IIHS estimates one-third of all fatal accidents could be prevented if ESC is used, so it’s a very important safety technology, especially in pickup trucks. In the U.S., ESC has been made mandatory starting with all 2012 model pickups.

In the Large Pickups category for 2011, two models are IIHS Top Safety Picks: The Ford F-150 crew cab models built after February 2011, and Toyota Tundra crew cab models.

IIHS also said the same vehicles are the only Large Pickup models to earn the top rating of good in its new roof strength evaluation that measures occupant protection in rollover crashes. The Nissan Titan is rated acceptable for rollover protection. The Chevrolet Silverado (and twin GMC Sierra), and Dodge Ram are rated marginal. The ratings only apply to crew cab versions of these pickups.

To measure roof strength, a metal plate is pushed against one corner of a vehicle’s roof at a constant speed. The maximum force sustained by the roof before five inches of crush is compared to the vehicle’s weight to find the strength-to-weight ratio. This is said

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PICKUP TRUCKS

2011 Nissan Titan

to be a good assessment of vehicle structural protection in rollover crashes.

In the latest tests, the Tundra’s roof withstood a force of 4.5 times weight. The F-150’s roof withstood a force equal to 4.7 times the vehicle’s weight. Vehicles with a strengthto-weight ratio of 4 or higher earn a good rating. The good rating and Top Safety Pick designation for the F-150 apply to pickups manufactured after February 2011 because Ford made changes to the roof structure to better protect occupants in rollover crashes.

It’s a given that the latest pickup trucks will have all basic safety features—front air bags, head restraints, an anti-lock braking system (ABS) and such. (We hardly need to mention seatbelts, except that research shows pickup truck drivers are less likely to use them than drivers of cars, even though the chance of surviving a crash is 25 times higher if seatbelts are used.)

Most new pickups offer a range of the newest safety enhancements, such as ESC. You find it’s under various names from different manufacturers, such as General Motors’ StabiliTrak, Chrysler’s Electronic Stability Program (ESP), Ford’s AdvanceTrac, Nissan’s Vehicle Dynamic Control (VDC) and Toyota’s Vehicle Stability Control (VSC).

ESC technology varies slightly among manufacturers, but the result is the same. Sensors monitor the vehicle as it moves, calculating direction, G-forces and especially any sudden changes. If you come into a corner too fast, for example, ESC can help you make the turn safely by throttling back on the engine power to slow you down, and also applying the brakes at just the right pressure to help you maintain—or regain—control. With ESC, once the vehicle has settled down—and you say “Wow, that was close,” the technology has gone back to rest, waiting silently to instantly react again, as needed.

Stability control sensors can include those for steering wheel angle, measuring the direction you intend to go; yaw rate, which measures how much the vehicle is actually turning compared to the steering wheel angle; lateral acceleration or sliding; wheel

speed; longitudinal acceleration, which also can detect the road pitch; and roll rate.

The latter is often a component of a rollover protection system, which encompasses the inclusion of side-curtain airbags. This is a critical truck technology, as the U.S. National Highway Traffic Safety Administration (NHTSA) reports pickup truck occupants are three times more likely to be involved in rollover crashes than passengers in other types of vehicles.

To provide additional rollover protection, most pickups have

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November/December 2011 | On-Site

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Pickup Trucks PICkup

“…pickup truck occupants are three times more likely to be involved in rollover crashes than passengers in other types of vehicles.”

Harley Davidson F150

reinforced cab structures that act like a roll-cage, providing protection to the driver and passengers during a crash or a rollover.

Like cars, pickups also feature predetermined crush zones around the engine compartment that are designed to absorb crash energy, reducing the impact on passengers.

Another useful truck option is Trailer Sway Control. If you’re towing a trailer and it begins swaying from side to side, this will be sensed by the truck’s ESC system, which will help you control the vehicle until the trailer is stable again.

Brakes, of course, are key to ESC, and braking systems have undergone major improvements. One of the best braking enhancements is Electronic Brakeforce Distribution (EBD), which has slightly different names with each manufacturer. This system works with the ABS system and automatically varies the amount of brake force applied to each of the truck’s wheels. EBD also properly balances the brake forces between the front and rear wheels so the rear brakes won’t lock up and cause loss of control.

Another feature, commonly known as Brake Assist (BA), judges your speed and predicted stopping distance, determining how hard you’re pressing on the brake pedal. It will work no matter how hard or lightly you’re pressing. If you hit the brakes too hard so that you might skid out of control, BA will ease off the pressure to maximize your vehicle’s stopping power while still maintaining control.

Other safety options, available on some higher-end trucks, include back-up cameras, which not only help prevent hitting anything behind your truck but also can aid in aligning a trailer hitch, and monitors that use sensors to detect when another vehicle is in your blind spot. Tire pressure monitoring systems are another useful safety feature.

Here is a look at some of the key safety features in today’s crop of pickup trucks.

The 2011 Toyota Tundra features a suite of active and passive

24

Toyota Tundra Interior safety systems. It includes standard Vehicle Stability Control (VSC) and traction control; anti-lock braking system, BA, EBD and Smart Stop Technology (SST). SST is designed to reduce engine power when the brake is firmly applied, helping to bring the vehicle to a stop, even if the accelerator pedal is fully depressed. There are eight airbags, all-position vertically adjustable headrests and three-point lap and shoulder belts with front-belt-anchor height adjusters.

The 2011 Nissan Titan also includes a long list of safety equipment, including standard Vehicle Dynamic Control (VDC), Nissan’s Advanced Air Bag System (AABS) with dual stage front supplemental air bags with seat belt sensors and a front passenger occupant classification sensor; standard front-seat-mounted side-impact and roof-mounted supplemental curtain air bags that help provide side-impact and rollover protection for outboard passengers; front seat belts with adjustable upper anchors, pretensioners and load limiters; front seat Active Head Restraints; and three-point rear passenger seat belts.

Vehicle-incorporated safety features include a Zone Body construction with front and rear structure crumple zones, an

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T:7.875” S:7”

S:10”

Sure, you’d expect a Mercedes-Benz to be an expensive acquisition. But the truth is with its amazing fuel efficiency – via our BlueTEC diesel engine – and 15,000 kilometer maintenance intervals, the 2011 Sprinter will cost you less to own over 5 years compared to the competition. In fact, up to $6,4001 less – which is money better spent on your business. How’s that for a Mercedes?

The 2011 Mercedes-Benz Sprinter. Starting from $42,900.* mercedes-benz.ca/sprintersaves ©2011 Mercedes-Benz Canada Inc. *Base national MSRP $42,900, all-in pricing up to $46,516.25 dependent on region. National MSRP pricing is shown for informational purposes only. Price does not include taxes, levies, fees and delivery charges. Price does not apply in provinces with total pricing requirements. Please contact your local dealership directly for total price applicable in those provinces.

Price subject to change. Dealer may sell for less. 1Based on analysis of Canadian market for 2500 and 3500 series vans performed in March 2011 by Vincentric LLC. $6,400 savings claim based on comparison of 2011 GMC Savana Cargo 2500 and 2011 Mercedes-Benz Sprinter 2500 144" WB. Average savings across all models analyzed is $6,900. Visit mercedes-benz.ca/sprintersaves for more details.

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T:10.75”

With a Sprinter you’ll save up to $6,400 over 5 years. That’s a lot of lumber.

Pickup Trucks energy-absorbing steering column, hood-buckling creases with safety stops, knee bolsters, special body side reinforcements and a shift interlock system.

From General Motors, the 2011 Chevrolet Silverado and GMC Sierra full-size pickups include StabiliTrak electronic stability control with rollover mitigation technology; roof-mounted rollover-capable head curtain side air bags, which are integrated into strengthened chassis and body structures to provide improved passenger protection; and safety belt pretensioners that activate during a rear-end crash.

Additional safety features include an Autotrac active transfer case to help keep the vehicle sure-footed in slippery driving situations, Ultrasonic Rear Parking Assist, a rearview camera system and a tire pressure monitoring system. All retail models come standard with the OnStar 9.0 system, including a one-year subscription to the Safe and Sound plan. It includes Automatic Crash Response, Emergency Services, Crisis Assist and Stolen Vehicle Assistance featuring Stolen Vehicle Slowdown.

Chrysler’s 2011 Ram 1500 and the new 2012 Ram 2500 and 3500 Heavy Duty have several safety features available, including anti-lock brake system (ABS); advanced multi-stage air bags; BeltAlert; constant-force seat belt retractors (CFR); crumple zones; electronic brake-force distribution; electronic stability program;

GMC Sierra HD

energy-absorbing steering column; and an Enhanced Accident Response System (EARS), which makes it easier for emergency personnel to see and reach occupants in the event of an accident by turning on the interior lighting and unlocking doors after air bag deployment (it also shuts off the flow of fuel to the engine).

Other features include height-adjustable seat belts; Hill-start Assist (HSA); interior head-impact protection; knee bolsters; and a low-risk deployment air bag—a front-passenger air bag that uses unique shape, venting, folding patterns, advanced inflators or a combination of these four technologies to position and inflate the restraint properly for a belted passenger, while also meeting safety requirements for out-of-position, small occupants and rearfacing infant seats. Also available are the Parksense rear park assist system; power-adjustable pedals; seat belt pretensioners; three-point seat belts; Tire Pressure Monitoring (TPM); and Trailersway Control (TSC).

The 2011 Ford F-150 also features a large number of standard safety and stability systems including Safety Canopy side curtain airbags, AdvanceTrac with RSC (Roll Stability Control), SOS Post Crash Alert System, trailer sway control, and an advanced safety structure using high-strength steel.

New safety features from Ford for 2011 include a seat-integrated shoulder belt for the front middle seat and a head restraint for the second-row middle seat. Other standard Ford F-150 safety features include dual-stage airbags for the driver and front passenger, front seat-mounted side airbags and four-wheel ABS brakes.

According to Ford customer research, 83 per cent of F-150 buyers consider safety a leading purchase reason. That’s a significant trend, as safety should be the foremost consideration in the selection of any pickup truck.

Bill Roebuck is a veteran member of the Automobile Journalists Association of Canada.

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2012 CONSTRUCTION

FORECAST

Economy hits the “pause” button, but construction prospects are strong

BY JIM BARNES

I

t has been an ominous year for the economy. Natural disasters occurred around the world, including destructive flooding in Manitoba and widespread forest fires in Alberta. Global economic stability wobbled, with revolution in the Middle East, political turmoil in the U.S. and an ongoing sovereign debt crisis in Europe. Corporate and consumer confidence were shaken.

Despite all the bad news, though, the near-term health of construction in Canada seems strong.

the OPtimiStS The Royal Bank of Canada (RBC) is among the optimists. “As of early September, most of the shocks that knocked growth down this spring and summer either had already run their course or were well underway in doing so,” it noted in its Provincial Outlook in September. Significant growth is expected in Q3 as production losses in industries such as automaking and the oil industry are reversed.

Global Construction 2020, published in May by Global Construction Perspectives and Oxford Economics and sponsored by consultants PwC, also predicts growth for Canadian construction— in fact, moving the country from seventh to fifth biggest construction market in the world by 2020. “Over the next decade, we expect

28

infrastructure to be the fastest growing end-market in Canada and housing to be the slowest,” noted Sal Bianco, national engineering and construction leader, PwC. Michael Atkinson, president of the Canadian Construction Association in Ottawa, is also among the believers. “All the projections I’m seeing for the [non-residential] construction industry are extremely positive,” he says.

Statistics Canada data shows overall construction investment in 2010 reached $232 billion. “That was a 13 per cent increase over 2009,” notes Atkinson. “They predicted that 2011 would reach as high as $241 billion—a 3.6 per cent increase over 2010.”

Employment is steady, too. Despite a drop in construction employment in October, just before the recession hit, construction employment was at an all-time high, at more than 1.6 million. “In the recession, we lost something like 130,000 jobs in the construction industry. A lot of that was in the residential sector. By June 2011, we were back to pre-recession levels,” he says.

“Recovery is well underway in most of Canada’s construction markets,” noted the Construction Sector Council in the 2011 Construction Looking Forward, published in April. “Prompted by fiscal stimulus in 2009 and 2010, [construction] continues to be a leading growth industry across Canada… The national story is one of recovery by 2011–2012 and steady expansion later in the

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Forecast 2012

scenario period.” The construction and maintenance industry will create demand for some 111,000 workers between 2011 and 2019. At the same time, nearly 208,000 workers leaving the industry will have to be replaced.

The money Despite economic constraints, the federal government has maintained support for infrastructure. In Budget 2011, it introduced legislation to formalize the Gas Tax Fund transfers to municipalities, currently valued at some $2 billion a year. It is also looking beyond the expiry of the Building Canada Plan.

“Public infrastructure should be a winner, despite all the belt-tightening that governments have been talking about,” Atkinson says. “I think that governments understand that they can’t abandon investment in infrastructure to control the fiscal situation. The two go hand-in-hand.”

Signs of financial pressure in the industry are seen in surety loss ratios. The numbers have been up significantly for two years in a row.

“That shows that even in what appears to be a relatively heated market, there have been failures,” explains Atkinson.

“There have been a few defaults lately, mainly coming from out west—Alberta in particular,” says David Bowcott, vice-president, AON Reed Stenhouse Inc. “We’ve had four or five major sub-trades and one general contractor go down.”

He does not see this as a worrisome trend, though. “It’s just the dynamic nature of the boom, bust and boom aspect of Alberta,” he notes. With the Alberta defaults, “It just seems like some of those folks got in over their heads.”

Public-private partnerships (P3s) should bloom in the current economy. “There’s a bigger push by federal and provincial governments to get municipalities going down this road. And they are showing signs of embracing it,” says Bowcott. “That will create mixed, mid-market opportunities for those contractors who are ahead of the curve.”

Location, location, location The recent economic turmoil has seen predictions for general economic growth in Canada scaled down. The International Monetary Fund (IMF) calls for approximately two per cent growth in both 2011 and 2012, on par with a recent forecast from the Bank of Canada (BoC). Both organizations are more positive about growth in 2013, with IMF calling for 2.6-per-cent growth and BoC forecasting 2.9-per-cent growth.

Canada is an economy of regions. In the RBC Provincial

Outlook, researchers revised their GDP forecasts downwards for all provinces except Saskatchewan this year and for most provinces (except Manitoba and Alberta) next year.

Atlantic – Research from the Atlantic Provinces Economic Council (APEC) foresees weak growth in consumer spending and employment, and a slowing housing market across most of the region. Its Outlook for 2012, published in November, noted “Government spending is projected to decline while the outlook for exports is mixed, due to modest global demand growth and anticipated changes in Atlantic Canada’s output of key products,” noted the report.

In June, APEC’s 2011 Major Projects Inventory gauged the region’s potential major-project investment at $71 billion, comprising 354 projects this year—a bit off last year’s $72 billion.

The bellwether in the area is Newfoundland and Labrador, where growth will rise 4.2 per cent this year, thanks to mining production and capital investment. However, lower oil output will offset gains in mining and continued strong investment, with real GDP growth forecast at a moderate 1.1 per cent in 2012.

Quebec – Four of Canada’s 10 biggest infrastructure projects this year are in Quebec. Major projects include Hydro-Quebec projects, The Turcot Interchange in Montreal and the Centre hospitalier de l’universite de Montreal.

Statistics Canada says the sector generated just under $15 billion in 2010—almost six per cent of the provincial GDP. RBC has

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FOrecaSt 2012

forecast real GDP growth at 1.7 per cent in 2011 and 2.1 per cent in 2012.

OntariO – “What I’m hearing is cautious optimism for 2012,” says Clive Thurston, president of the Ontario General Contractors Association. “We’re not seeing much coming from the commercial side or from the private sector, which is still the biggest problem,” he adds. On the other hand, transit programs and the Pan-Am games are going to be major opportunities. “It’s going to be fine, but it will be a little tighter than usual. You’re going to be relying on public works,” says Thurston.

RBC noted supply-chain disruptions in the auto sector and slow growth in the U.S. economy will affect Ontario in 2011 and 2012. It predicts real GDP growth of 2.3 per cent in 2011 and 2.4 per cent in 2012.

PrairieS – Commodities keep Saskatchewan and Manitoba in the spotlight.

According to Construction Specifications Canada (CSC), 2011 and 2012 will be peak years in Saskatchewan. A challenge will emerge after 2012 when known projects wind down. RBC forecasts

30

real GDP growth of 4.3 per cent in 2011 and 4.1 per cent in 2012.

Major non-residential projects are underway or in planning in Manitoba, according to CSC. Large utility projects will peak in 2014, but employment should remain strong. RBC expects real GDP growth of 2.8 per cent in 2011 and 3.5 per cent in 2012. aLberta – Recovery is coming quickly, taking Alberta back to levels of construction employment reached in 2008, says CSC. RBC expects real GDP growth of 3.7 per cent in 2011. Continued strength in energy-related sectors will further increase growth to 3.9 per cent in 2012. britiSh cOLumbia – CSC predicts that an uneven pattern of expanding construction in 2015 will push the industry back towards 2007 numbers. RBC’s predictions for real GDP growth are 2.1 per cent in 2011 and 2.3 per cent in 2012.

SectOrS Building permits have also been trending downwards lately.

September, with $5.6 billion worth of building permits marking a 4.9-per-cent decline from the previous month, was the third

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FOrecaSt 2012

successive month of decreases, according to Statistics Canada.

Non-residential permits dropped 11 per cent to $2 billion, with declines in five provinces.

Residential permits fell 1 per cent to $3.6 billion, following a 6-per-cent decline in August and decreasing in six provinces.

It is important to note engineering projects are not tracked in this data. inDuStriaL – The strength of the industrial component of the non-residential building sector varies by sector and region. Anything tied into commodities should be a winner. In September, the value of permits rose 2.3 per cent to $388 million after a 4-per cent increase in August. Five provinces recorded advances, led by Ontario.

“Manufacturing plants and utilities buildings were behind most of the gains,” noted Statistics Canada.

G N I O G S N I W O H W SEE .

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28-32_Forecast.indd 31

November/December 2011 | On-Site

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11-12-01 10:18 AM

FORECAST 2012

INSTITUTIONAL – In this component, permits totalled $368 million, a 40.8-per-cent decline from August and the second monthly decrease in a row. This was the lowest level since January 2011, and institutional construction intentions fell in seven provinces.

The largest decreases were in building permits for educational institutions in Ontario and B.C. and medical facilities in Alberta.

COMMERCIAL – In this sector, permits slipped 0.5 per cent to $1.3 billion in September, after a 19.6 per cent drop the previous month. “The decreases were partly offset by combined gains in office buildings and recreational facilities, primarily in Ontario,” noted Statistics Canada.

comparable to the 189,930 units started in Canada last year, down from the peak hit in previous years.

In 2012, CMHC expects housing starts to be in the range of 161,650 to 206,350 units, with a point forecast of 186,750 units.

“2011 marked the transition into a period of more moderate building activity. A slowing in the Canadian housing market and an overbuilding in the condominium market is expected to be the main forces for a moderation in residential building,” TD Economics noted in November.

THE GOOD NEWS

The big news in Canadian construction in 2012 will be large engineering projects.

RESIDENTIAL – Growth in housing in 2009 and 2010 was fuelled • Energy projects include the $6-billion Lower Churchill Development at Gull Island and Muskrat Falls, NL and the by stimulus and low interest rates, noted CSC, “But long-term $7.9-billion Site C Clean Energy Project in B.C. among demographic trends will limit the potential for new housing other sites; construction. The scenarios for most provinces include declining employment in residential construction across most of • Mining projects such as the $3.5-billion Kemag Mining Project in Quebec and B.C.’s $2.9-billion Schaft Creek copper-goldthe scenario.” molybdenum-silver deposit project, among others in the north Canada Mortgage and Housing Corporation (CMHC) exand Quebec; pects the real-estate market to stabilize this year and next.

Housing should range from 170,900 to 199,900 units in 2011. That’s • Oil-patch projects include Suncor’s $10-billion heavy-oil processing plant, the $3.6-billion Firebag 4 oil sands project in Alberta and Chevron’s $10-billion Hebron oil refinery in Newfoundland; • More than $1 billion in construction is slated for the 2015 Pan American Games in Toronto, as well as a $1-bilTop Industry Leaders lion extension to the Toronto-York Rely on HCSS Software Every Day: Region Spadina Subway Extension; of of • And finally a massive investment in Innovative the the Software shipbuilding, as the federal governTransportation Heavy Civil Construction Industry Contractors Contractors ment launches a $33-billion program to build 116 small naval vessels. The www.HCSS.com u? o Y 800-683-3196 two major contractors will be Seaspan t ’ dn Shoul Marine Corp. in North Vancouver, B.C. and Irving Shipbuilding Inc. of Halifax, N.S. Substantial additions and upgrades to the shipbuilding infrastructure in both cities will be required.

“I think the story is still our natural resources—in both the private and public infrastructure markets,” says Atkinson. Positioning your firm to align with the country’s strengths, and finding partners involved in those markets, is always a sound strategy.

 

32

Estimating & Bidding Job Management

25

 

Safety Management GPS Solutions

Top

20 22

Top

17

 

for the

Resource Management Equipment Maintenance



Fuel Tracking

Jim Barnes is On-Site’s contributing editor. Send comments to editor@on-sitemag.com.

On-Site | November/December 2011

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11-12-05 10:38 AM

May/June 2009

On-Site IN ASSOCIATION WITH THE CANADIAN READY-MIXED CONCRETE ASSOCIATION

2012

WORLD OF CONCRETE PREVIEW

In this issue: Innovations in concrete | CRMCA: Contempra 33_COScover.indd 33

11-11-29 12:59 PM

DEWALT_20VMAX_FllPgAdCC.pdf DEWALT_20VMAX_FllPgAdCC.pdf

1 1

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Copyright ©2011 DEWALT. The following are examples of trademarks for one or more DEWALT power tools and accessories: The yellow and black color scheme; the “D”-shaped air intake grill; the array of pyramids on the handgrip; the kit box configuration; and the array of lozenge-shaped humps on the surface of the tool.

33_COScover.indd 34

PA RT O F T H E

/20VMAX /20VMAX

11-11-29 12:59 PM

Cement engineered for a better future I

n previous articles, we have stressed the need to lower the carbon footprint of construction, and allow future generations the same quality of life that we enjoy today. One significant aspect of carbon reduction strategies worldwide has been the challenge to reduce the impact of manufacturing. The cement manufacturing industry, which provides the key ingredient for the production of concrete, has made CO2 reduction one of the main elements of its sustainability platform.

In a major breakthrough earlier this fall, the Canadian cement industry introduced a new type of cement that reduces CO2 emissions by 10 per cent and produces concrete of comparable strength and durability to the concrete produced using traditional cement.

Called Contempra, this new category of cement will contribute to more sustainable construction and cleaner air in Canada.

Once it is adopted for all suitable concrete applications, Contempra will reduce CO2 emissions by some 900,000 tonnes annually. This is the equivalent of taking 172,000 cars off Canadian roads or planting 23 million trees per year.

Contempra was formally launched at the Greenbuild Next Conference held in Toronto last month, which brought together construction professionals from across North America. The launch marked the start of a new marketing and branding campaign to introduce Contempra to the industry and promote it to the market. The Cement Association of Canada is leading the campaign and has invited its members and concrete partners to participate in and support it to gain maximum traction in the market.

“Contempra marks a pivotal advancement in sustainable construction and we are proud to introduce it to the Canadian market,” said Michael McSweeney, president and CEO, Cement Association of Canada. “We want to be an even larger contributor to climate change solutions and Contempra makes concrete an even smarter choice to help build stronger, more sustainable communities.”

Given this reduction in its environmental footprint, the cement industry is working to have Contempra recognized in the LEED building rating system as a more sustainable building practice.

Contempra’s manufacturing process involves modifying the clinker and limestone proportions before the final grinding takes

place. The limestone, being a softer material, is ground finer than the clinker. However, both the clinker and the limestone in Contempra are ground finer than in regular Portland cement. The particle size and the particle size distribution in the newly produced Contempra cement have a significant impact on the properties of the final product—concrete. This process of achieving the proper size and distribution of particles in Contempra cement is commonly referred to as “optimizing” the cement.

While regular Portland cement may contain up to five per cent limestone, Contempra is manufactured by intergrinding regular clinker (the main ingredient in cement) with up to 15 per cent limestone. By reducing the amount of clinker used in manufacturing cement, this process naturally reduces the amount of energy and greenhouse gas emissions required to manufacture it. This is key, while cement typically represents only 11 per cent of a concrete mix, it accounts for more than 80 per cent of all energy required to produce concrete.

Since Contempra is optimized to provide performance comparable to regular Portland cement, no significant changes are required to concrete mix designs.

While new to the Canadian market, Contempra has an extensive proven track record in Europe—where it is known as Portlandlimestone cement—in a variety of commercial and residential applications for more than 25 years.

Contempra is included under the name Portland-limestone cement in the Canadian Standards Association (CSA) cement and concrete standards, now referenced in the 2010 National Building Code of Canada and approved for use in British Columbia, Manitoba, Ontario, Quebec and Nova Scotia. It will be approved for use in the other provincial jurisdictions once they adopt the 2010 NBCC or update their references to the current cement and concrete standards.

To learn more about Contempra, please visit the Cement Association of Canada website at www.cement.ca.

Provided by the Canadian Ready Mixed Concrete Association.

Send comments to editor@on-sitemag.com

November/December 2011 | On-Site

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2/25/10 12:29 PM 11-11-29 1:01 PM

Cover Story / Financing

Ahead by a

century Can a new, highly durable concrete live up to its promise?

By Nate Hendley

C

an a new high-strength concrete help preserve bridge decks for decades past their normal expiry dates? Scientists at the National Research Council Canada (NRC) in Ottawa think so. They’ve come up with a new form of concrete that can allegedly extend the lifespan of bridge decks fivefold.

“The key features of our new concrete are: negligible shrinkage and very low permeability, resulting in long-term durability when used in bridge decks and other similar concrete structures... instead of replacing a bridge deck at 20 to 25 years with normal concrete, with our concrete the same deck can last 100 years, even under severe conditions,” states Daniel Cusson, who served as lead researcher for the project.

As of yet, the new concrete lacks a name. It also lacks a patent, but that’s deliberate. The NRC hopes to go public with a recipe for their unnamed concrete shortly, thus allowing any contractor to whip up a batch themselves.

First, however, the concrete needs to be used in a real-world application. While it has been thoroughly tested, no one outside the NRC has used it to build anything. This could change, however, thanks to a major construction project in Cornwall, Ont. In August, 2010, the federal government announced that the North Channel Bridge, part of the Seaway International Bridge system that spans the St. Lawrence River, would be replaced.

Opened on July 3, 1962, the North Channel Bridge is a high-level structure 1,625-metres long and 8.2-metres wide that links the city of Cornwall with Cornwall Island. The Seaway Bridge sees a total of 120,000 commercial and 2.3 million passenger transits each year.

The North Channel Bridge “is at a point now where it needs major repair… and the repair would be more expensive than building a new bridge. The government decided to replace it,” explains Andre Girard, vice-president of communications for the Ottawa-based Federal Bridge Corporation Limited (FBCL).

A Crown Corporation, the FBCL manages the North Channel

Bridge, along with a handful of other bridges in Montreal and other cities.

On October 7, 2011, the FBCL announced it had awarded a $31-million contract for the construction of the North Channel Bridge. The bridge will be built by Aecon Construction and Material Limited (ACML), whose Toronto-based parent firm helped construct the CN Tower, St. Lawrence Seaway and the Halifax Shipyards.

Nothing has been decided yet, but Cusson and other NRC reps are eagerly holding out the possibility that their new concrete will be used to create the decks for this bridge.

“This could be the first application. We are very excited by this,” says Cusson.

Concrete is made from a mixture of water, cement, sand, stones and chemicals. Concrete’s strength is determined by the water-cement ratio; high-strength concrete is created by putting less water in the mix. Problem is too little water can lead to internal drying— self-desiccation, to use the proper scientific term. The end-result is cracking and/or shrinkage. Cracks in the concrete make it easier for chlorides (found in de-icing salts used on roads in winter) and other unwelcome substances to penetrate the concrete and corrode the steel reinforcement. Structures become weakened and have to be replaced.

About three years ago, Cusson began working on a project to develop a high-strength concrete that wasn’t prone to self-desiccation.

Project partners included the FBCL, the City of Ottawa, the National Capital Commission, the Ministry of Transportation in Quebec and W.R. Grace, a chemical manufacturer based in Maryland.

Cusson wanted to create a durable concrete that could be used for bridge decks, among other applications. The benefits of such a concrete are obvious—governments could save money on bridge maintenance and drivers would be less inconvenienced by constant bridge repair.

November/December 2011 | On-Site

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LEFT: Installation of work platforms on the suspended span over the river RIGHT: New caisson cap installed on pier #2.

Cusson began experimenting with the type of sand in his concrete mix. He replaced a portion of the silica and quartz sand normally used with a more porous, lightweight sand known by the commercial name, HydroCure. This absorptive sand was pre-saturated with water in the hope it would keep the cement sufficiently hydrated to prevent shrinkage and cracking (a process called “internal curing”). The results seemed promising, so NRC scientists put their new concrete to the test.

The same month Ottawa announced plans for a new bridge in Cornwall, NRC researchers used the new concrete to create a series of enormous slabs. Each slab was roughly six metres long, three metres wide, 0.1 metres tall and weighed four metric tonnes.

The slabs were outfitted with measurement instruments then carefully arrayed at an outdoor testing facility near Ottawa.

Five slabs were tested “under restrained shrinkage, five under free shrinkage and nine slabs were tested for corrosion of the embedded reinforcement,” says Cusson.

Restrained shrinkage occurs when shrinkage is prevented by the presence of another structure, such as beams on which a concrete slab is laid. Free shrinkage occurs when a concrete slab isn’t restrained in any way. The easiest way to do this is to simply set a slab on the ground. Embedded reinforcement, meanwhile, was achieved with rods made from four different types of steel— normal steel, galvanized steel, chromium steel and stainless steel.

Researchers tested the slabs at the outdoor facility for more than a year. Tentative results point to an extremely durable, highstrength concrete that’s “almost shrinkage free,” boasts Cusson. The concrete is “twice as strong as normal strength concrete—60 MPa [megapascals] versus 30 MPa of compressive strength,” he adds.

The NRC arrived at these optimistic conclusions following rigorous testing. Researchers used field-study observations and mathematical models as part of their research.

The concrete can be used in other applications besides bridge

38

decks, including parking lot structures and airport runways, says Cusson.

For all its obvious benefits, the new concrete isn’t perfect. It’s more expensive than regular concrete, for one thing.

Cusson estimates the new concrete might boost short-term construction costs by up to 10 per cent. However, when longevity is taken into the equation, the cost factor diminishes, he’s quick to add.

Cusson’s next step is to publish a report on the new concrete in a scientific journal. He hasn’t determined which journal yet, but the goal is to “make information [about the concrete] available to the public… so engineers will be able to use the formulations.”

“The concrete can be made today. Nobody needs to have special equipment to make it,” adds Cusson.

Contractors would be wise to wait and see how well the concrete holds up in an actual construction project before trying out any recipes. At the moment, the North Channel Bridge project seems the most likely source for a real-world trial. The FBCL, after all, were partners with the NRC for the development of the concrete. Girard, for his part, is noncommittal when asked if the FBCL will lobby for using the concrete.

Even if the ACML does go with the new concrete, results won’t be in for a while given that construction of the bridge decks might not take place for a year.

If all goes to plan, however, the North Channel Bridge could become the first in a series of major construction projects involving a new kind of concrete available to any contractor with an eye for durability.

For more information, visit www.pontcornwallbridge.ca/eng or www.sibc.ca.

Nate Hendley is a Toronto-based freelance writer and editor.

Send comments to editor@on-sitemag.com.

On-Site | November/December 2011

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10-11-22 9:43 3:27 AM PM 11-12-05

Staff report

What happens in Vegas, could improve your business WORLD OF CONCRETE 2012 IS COMING SOON… World of Concrete 2012 will be returning to the Las Vegas Convention Centre, January 24 to 27, 2012—and for us Canadians, who will no doubt be up to our eyeballs in snow by that point—it won’t be a moment too soon!

Well-known as the only annual international commercial construction tradeshow for the concrete and masonry industries, this year’s event is anticipating 1,200 exhibiting companies and 50,000 registered concrete and masonry professionals. It will showcase numerous indoor/outdoor exhibitors in more than a half-million gross square feet of exhibit space with more than 100 educational sessions, hands-on demonstrations, product demonstrations, competitions, and forums providing relevant solutions, products and technologies to WOC attendees.

The show, organized by Hanley Wood and sponsored by a number of industry associations, will feature theme areas, including: • International Buyer Program • Technology for Construction, focusing on concrete-related IT • Material Handling: trucks, lifts and other equipment • Repair and Demolition • Producer Centre • GREENSITE, spotlighting sustainable construction

CoMpeTiTionS • Concrete Construction Challenge • The Concrete Producer Challenge • John Deere Operator Challenge • Western Star Serious Trucks Challenge • SPEC MIX BRICKLAYER 500 Competition • International Masonry Skills Challenge • Fastest Trowel on the Block Competition • New Product Showcase SpeCial evenTS • Concrete & Polishing Luncheon & Forum • MCAA (Masonry Contractors Association of America) will hold its Annual Convention • MASONRY CONSTRUCTION’s Masonry Veneer Live • CIM (Concrete Industry Management) Auction 2012 • Women in Concrete Luncheon & Forum • Hoover Dam Tour For detailed information, visit www.worldofconcrete.com.

November/December 2011 | On-Site

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Exhibit previews

Note: data correct as of press time.

Visit www.worldofconcrete.com for latest information.

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On-Site | November/December 2011

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Exhibit previews

Exhibit previews 1. Handy pump

The ULTIMA series of steel hand pumps from Enerpac, are designed for easier and safer operation, as well as extended life. These versatile pumps are ideally suited for rugged applications, where durability is of utmost concern. Handle effort is reduced by up to 20 per cent without compromising speed or performance.

The bypass system further reduces loads often created by two-stage pumps. By incorporating the Power Push handle grip and linkage design, loads are better distributed further reducing felt load while pumping— minimizing operator fatigue. Incorporating a vent-free reservoir, these hand pumps eliminate performance deficiencies from forgetting to open a vent as well as spillage resulting from a vent left open. www.enerpac.com Booth: N2236

3. Two-pass paving The Power Paver SF-1700 slip-form paver paves up to 21-ft. wide, and was developed for two-pass paving in many highway applications. By reducing the engine size and main-frame width, the SF-1700 is a more compact, economical alternative to contractors desiring to pave highways in two passes. Standard equipment on the SF-1700 includes a 160 hp Cummins engine, spread auger and tamper bar, and 12 Wyco vibrators. www.powerpavers.com Booth: C5313

2. CT Series Mixer The Cat CT660 Class 8 vocational truck is designed to work as a transit mixer, refuse hauler or dump truck. Engine options for the CT660 include the Cat CT11, CT13 and CT15—with displacements of 11.1, 12.5 and 15.2 litres—provide horsepower ratings from 330 to 550 and peak torque ratings from 1,450 to 1,850 lb.-ft. The engines are designed specifically for vocational applications, yielding optimum horsepower/torque combinations, while providing customers the flexibility to match power and performance to specific applications and operating conditions. A notable transmission option for the CT660 is the Cat CX31 automatic. www.cat.com Booth: C5371

November/December 2011 | On-Site

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Exhibit previews 4.

Firm footing

The Fastfoot Monopour System uses ICF block-to-form footings, thereby eliminating all footing forming lumber, stakes, cold joints and double pours. Monopour Supports suspend ICF blocks above ground at the required footing height. It is attached to the bottom of the ICF blocks to form the footing. Sewn corners and T-junctions increase speed of site installation dramatically. Fastfoot is GreenSpec listed and LEED point contributing. www.fab-form.com Booth: N1852

5. Concrete drilling The 18V RHH180 SDS-plus Rotary Hammer from Bosch Power Tools and Accessories features an 18-volt Lithium-Ion battery and brushless motor. Professionals, such as electricians, remodelers and HVAC technicians, now have a lightweight, more compact rotary hammer that improves efficiency and packs power. This compact workhorse provides up to 25 per cent more run time than competitors in key applications. The RHH180 weighs only 5.7 lb. including the battery, making it an ideal solution for overhead work, reducing fatigue and increasing productivity. www.boschtools.com Booth: O30204

Booth locations: N = North Hall, C = Central Hall, S = South Hall, O = Outdoor Exhibits

EASY TO USE. Handle effort has been reduced by up to 20% without compromising flow and speed, while the unique handle with the ‘Power Push’ grip reduces strain and fatigue. The vent free reservoir eliminates spills and performance problems. The quick grip handle allows easy transport and the top fill oil cap simplifies filling.

SAFE TO OPERATE. Safety is always top-ofmind in any Enerpac design. The reservoir has an integral over-pressurization device to protect both the operator and the pump, while the vent-free reservoir prevents unsafe spills. Its wider footprint improves stability to help prevent tipping.

VISIT ENERPAC.COM/ULTIMA TO LEARN MORE

World of Concrete Booth: N2236

44

STAYS ON THE JOB LONGER. All-steel construction ensures a lifetime of use.

The enhanced chrome plated plunger and wiper system prevent contamination and reduce wear.

Experience the new Enerpac hand pump.

Maximum performance in a safe, easy-to-use product that keeps you working.

POWERFUL SOLUTIONS. GLOBAL FORCE.

On-Site | November/December 2011

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30805 ad_resize:Layout 2

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acklandsgrainger.com

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Exhibit previews 6. Concrete pump The S 43 SX concrete pump from Schwing uses the RZ boom design with five-section versatility and 918-degrees of total articulation. This pump combines the best features of two boom types—Roll and Fold and Z—by putting the 270-degree Z-fold at the tip section, operators have unprecedented boom maneuverability while placing concrete up to more than 138-ft. vertically and 125-ft. horizontally. An added benefit of the fivesection boom is a compact travel position. With a slewing range of 740 degrees, the 43 SX adapts to many job site requirements, while the full 5-in. pipeline minimizes wear. www.schwing.com Booth: C5036

7. Accurate drilling Multi-gang slab-rider drills from E-Z Drill offer accurate concrete drilling and easy maneuverability. The series consists of three self-propelled models: the three-gang 210-3 SRA, four-gang 210-4 SRA and five-gang 210-5 SRA. A compact frame design allows each drill to operate in a 4-ft. patch while drilling to within 6 in. of a corner. The bits drill to a standard 18-in. depth, and each unit can be adjusted to drill into the center of a 24-in. slab.

Adjustable spacing can be set between 12 and 36 in., with greater width settings available through custom orders. The pneumatic drills feature an internal regulator to prevent breakage caused by high-pressure spikes. www.ezdrill.com Booth: C5355

8. Slipforming barrier machine GOMACO’s 4400 barrier machine for right-side and left-side slipforming is built specifically for barrier applications. The U-shaped platform and side-to-side sliding control console accommodate right-side and left-side pour and provide a 360-degree view of the entire paving operation. It features a Cummins QSB3.3, 99 hp (74 kW), Tier 3 power-optimized diesel engine for fuel efficiency and approximately 18 hours of continuous barrier slipform paving. Its high-capacity cooling package, designed for noise reduction, provides one of the quietest working platforms in the industry. www.gomaco.com Booth: C5054

9. Cordless rotary hammer DEWALT’s 20-volt MAX Lithium Ion SDS rotary hammer features improved performance compared to existing SDS rotary hammers. It drills more holes per charge than existing DEWALT offerings and provides a chipping function and an LED light for increased visibility. In addition, the tool features active vibration control to improve productivity and comfort for contractors. The hammer is ideal for those tasked with applications related to mechanical, maintenance, electrical, commercial installation, concrete forming and HVAC systems. www.dewalt.com Booth: O30901

46

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OS 7.875

What’s next for your business? What new opportunities are ripe for the seizing? What could you do with more knowledge and certification? How far could you go with the right suppliers, the right connections, the right tools and timing? Spend time at World of Concrete and get what you need to build a stronger, more competitive business.

GET HERE—GET IT DONE.

www.worldofconcrete.com A selected participant in the International Buyer Program

JANUARY 24 - 27, 2012 • SEMINARS: JANUARY 23 - 27 • LAS VEGAS CONVENTION CENTER • LAS VEGAS, NEVADA

REGISTER ONLINE AND SAVE!

OS 7.875 x 10.75_WOC12_GENERAL.indd 1 41-49_WOC.indd 47

SOURCE CODE: OS

8/2/2011 2:22:06 PM 11-12-01 10:24 AM

Exhibit previews 10. Roller paver The Terex Bid-Well 4800 roller paver is built with an all-weld­ed tubular steel frame for maximum strength with minimum weight. It features boom trusses and automatic ma­chine travel at the end of each carriage pass with auto­matic, cushioned paving carriage travel reversal. The travell­ing carriage strikes off, paves and textures the concrete with augers, paving rollers, a drag pan and burlap or astro-grass drag.

Booth Number: C5946 Website: www.bid-well.com Booth: C5946

The right tool for the job.

11. Three-position drill Minnich’s A-2C three-position drill is capable of horizontal, vertical or 35-degree stitch drilling. It fits into a 48-in. opening and will drill up to 18in. deep. Operators can adjust the drill height, depth and hole centres. The unit comes with flat-proof tires and a large capacity oiler. Picture shown with optional dust collection system. www.minnich-mfg.com Booth: C5199

No other power cutter in the world is so packed with features that boost efficiency and reduce impact on the environment as the Husqvarna K760.

The power cutter features an Active Air Filtration™ system which allows up to one year of running time, with normal maintenance, without filter service.

Thanks to its X-Torq® engine, the saw produces up to 75% fewer emissions and lowers fuel consumption by 20%, reducing its environmental footprint.

Performance you can trust everywhere, every time.

The K760 is easy to handle due to low vibrations and the power-to-weight ratio enables the saw to be used full time, reducing operator fatigue.

HUSQVARNA CONSTRUCTION PRODUCTS

2077 Bond Street • North Bay, Ontario P1B 8J8 • 800-461-9589 • www.husqvarnacp.com Copyright © 2011 Husqvarna. All rights reserved. Husqvarna is a registered trademark of Husqvarna.

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5462-9_

Whole new truck.

Same badass philosophy. bad• ass\ -as \ adj 1. distinctively tough or powerful; formidable; excellent; so exceptional that it’s intimidating No, you don’t need to know what badass means. You just need to know where you can get it.

See your Western Star dealer to find out more or go to ONETOUGHTRUCK.COM

WS/MC-A-432. Specifications are subject to change without notice. Western Star Truck Sales, Inc. is registered to ISO 9001:2000 and ISO 14001:2004. Copyright © 2011 Daimler Trucks North America LLC. All rights reserved. Western Star Truck Sales, Inc. is a subsidiary of Daimler Trucks North America LLC, a Daimler company.

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RISK

By David Bowcott

Achieve Asset Performance Certainty E

very asset developed has a plan. What is the cost to design and risk control solutions). The Risk Management Program is designed develop the asset? When will the asset be completed? What directly from The Risk Matrix. With an eye to the priority risks, the will the maintenance costs of the asset be once up and running? Insurance Program, the Performance Security Program and the Are the assumptions of operational costs accurate? Will the prices Risk Control Program are tailored to the project acting as a recipe for items produced by the asset go up, down or remain the same? for your broker and contractor to bring to reality. Finally, a detailed These and other questions should be answered in the asset’s script of the priority risks is created through The Risk Script. A plan. In order to gain buy-in from all key stakeholders (such as detailed review of priority risks, and their associated risk solutions, company management, company board of directors, lenders, de- is required to ensure comfort can be created with key stakeholders signers, contractors and subcontractors) your plan has to be sound. in the event they raise these specific risks in negations.

The more certainty created through effective communication of the Contractor Enterprise Risk Assessment (CERA): Whether asset’s plan, the greater chance that all stakeholders will put forward you are hiring design firms, construction contractors, constructheir best efforts when participating in the development process. All tion subcontractors, or operational contractors, you want to know developers of assets want to convey Asset Performance Certainty those key contractors can deliver on their contracts. The fact that (APC), and it is through detailed up front planning and analysis they can provide you with a large corporate guarantee and large that this will be achieved. letters of credit is nice, but if they can’t carry out the work given The cornerstone of any asset plan is the Financial Model to them, what’s the point in hiring them to only wait for the mo(or the Cash Flow Forecast). What are the cash outlays and cash ment you will use their performance security to simply replace inflows prior to construction, during construction, and well into them. A good CERA document will provide a thorough review of operations? This model becomes your all of the contractor’s practices ensuring The more certainty created through the contractor is best in class. Categories primary tool for convincing key stakeeffective communication of the holders that this asset should be develreviewed should include areas such as oped and they should contribute their subcontractor prequalification practices, asset’s plan, the greater chance best terms. If any stakeholder perceives that all stakeholders will put forward quality assurance/quality control, paythe Financial Model is missing somement processes, financial/legal review their best efforts. thing, thereby creating potential for a and safety. Counterparty risk managedeviation from plan, then that stakeholder will load their terms ment isn’t only looking at the financial strength of the counterup with contingency and thus not put forward their best terms. party, it is also vital to look at the operational strength as well.

Your company’s directors and officers may have a much higher Risk Transfer Solutions: Ensuring the Insurance and Perforequity hurdle rate given the perceived risk, your debt partners mance Security program for your asset’s development is made up may juice the interest rates offered for the loan, and your con- of the best technology the financial markets have to offer is vital tractors may provide pricing that is higher than it should be for to your projects’ success. Are the solutions integrated? Do they the construction of the asset. Something is needed to convince provide mitigation/rectification/loss advance solutions? Are they these stakeholders that APC will be achieved and their concerns the broadest cover available in the marketplace? And is the pricing are unfounded therefore their terms should be improved. the best available? There are several new solutions when it comes Here are some tools that are complimentary to your Financial to construction and operations risk transfer solutions’ and being Model, and will help you in achieving project success: aware of them ensures success.

Project Enterprise Risk Assessment (PERA): A project due The above methodologies and tools will be vital to achievdiligence report that is made up of three sections: a) The Risk ing APC, and more so, will be vital to achieving best terms from Matrix, b) The Risk Management Program, and c) The Risk Script. all key stakeholders as you use these solutions to create better The Risk Matrix is an inventory of all construction and opera- perceptions of risk. tional risks facing your specific asset’s development. Within this matrix the risks are prioritized (through probability and severity David Bowcott is senior vice-president, national director of ratings), allocated (who holds the risk based on contract terms), large/strategic accounts, AON Reed Stenhouse Inc. and finally mapped to solutions (both risk transfer solution and Send comments to editor@on-sitemag.com.

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On-Site | November/December 2011

11-11-29 4:55 PM

ADVERTISERS’ INDEX & WEBSITES Acklands Grainger........................www.acklandsgrainger.com................45

International Trucks................ www.internationaltrucks.com................21

Adrian Steel.................................................www.adriansteel.com................26

John Deere.....................................www.JohnDeere.com/YoureOn..................4

AHES.................................................................................www.ahes.ca................20

Knaack...................................................................... www.knaack.ca................23

BDO Canada....................................................................www.bdo.ca................51

Kubota Engines...................................................... www.kubota.ca..................6

Bobcat.......................................www.BobcatAdvantage.com/CTL1................30

Mack...............................................................www.mackgranite.com................36

Bridgestone.............................................................. www.bfor.com................11

Mercedes Benz..............www.mercedes-benz.ca/sprintersaves................25

Canadian Western Bank.................. www.theworkingbank.ca................55

Petro Canada...........................www.lubricants.petro-canada.ca................27

Case.........................................................................www.casece.com................56

SMS Equipment...............................................www.smsequip.com................18

Dewalt.................................................... www.dewalt.com/20VMAX................34

Topcon......................www.topconpositioning.com/seeforyourself................39

Doosan Infracore.........www.DoosanEquipment.com/48hours................19

Viewpoint..................................................... www.viewpointcs.com................10

Enerpac....................................................www.enerpac.com/ultima................44

Wajax...........................................................................www.wajax.ca..................9

Freightliner................ www.FreightlinerTrucks.com/WorkSmart..................2

Watts...............................................................www.wattscanada.ca................40

HCSS..............................................................................www.hcss.com................32

Western Star.........................................www.onetoughtruck.com................49

Honda.......................................................................... www.honda.ca................15

World of Asphalt................www.worldofasphalt.com/register................53

Husqvarna.................................................www.husqvarnacp.com................48

World of Concrete.......................... www.worldofconcrete.com................47

The Advertisers’ Index is provided as a free service to our advertisers.

Why invest the time to get to know our clients?

Because we care to fully understand what you’re up against and where you want to go.

We gain insight and real understanding so we can help you achieve your ambitions.

it all starts with building a great relationship.

Strong relationships with over 7,000 real estate and construction clients across Canada have proven our commitment.

BDO. MORE THAN YOU THINK.

Assurance | Accounting | Tax | Advisory www.bdo.ca BDO Canada LLP, a Canadian limited liability partnership, is a member of BDO International Limited, a UK company limited by guarantee, and forms part of the international BDO network of independent member firms. BDO is the brand name for the BDO network and for each of the BDO Member Firms.

November/December 2011 | On-Site

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11-11-30 11:43 AM

FUNNY PHOTO

CALENDAR

SEND YOUR FUNNY PHOTO CAPTIONS to us and if we think you’re the funniest, you will be the winner of a limited-edition die-cast model of a Mack Truck.

DEADLINE FOR ENTRIES IS Dec. 30, 2011.

January 23 to 27 World of Concrete Las Vegas Convention Center, Las Vegas, NV Since 1975, World of Concrete has been the industry’s only annual international event dedicated to the commercial concrete and masonry construction industries. Featuring indoor and outdoor exhibits, suppliers showcasing innovative products and technologies, demonstrations and competitions, education programs, and the information you need to help sustain and grow your business. www.worldofconcrete.com January 18 to 20: OSSGA Operations, Health & Safety Seminar International Centre, Mississauga, ON This safety seminar, organized by Ontario Stone, Sand & Gravel Association (formerly Aggregate Producers Association of Ontario) will give participants an opportunity to learn from industry experts and network with their peers. www.ossga.com

SEND YOUR ENTRY TO: snail mail: 80 Valleybrook Drive, Toronto, ON M3B 2S9

fax: (416) 510-5140

e-mail: editor@on-sitemag.com

Funny photo winner to haul home truck You could win a fully detailed, die-cast model of a Mack truck for your winning Funny Photo entry!

ER WINN “How deep does this dog need to bury its bone?”

The model has numerous moving parts, accessories and authentic graphics.

(Comparable alternative model may be awarded.)

THIS MONTH’s winner is: Thomas Maracle, Shannonville, Ont

Got a Funny Photo? Send it in so our readers can exercise their senses of humour!

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January 23 to 24 20th Annual Western Canadian Construction Super Conference Hyatt Regency Hotel, Calgary, AB The construction industry in Western Canada is continuing to improve steadily. While this means exciting opportunities are arising at an encouraging rate, a whole host of new and complex issues are also rising to the surface.

Ensure your company has the knowledge and tools necessary to profit from the upswing. www.canadianinstitute.com/westconstruction March 11 to 16 Canadian Construction Association’s Annual Conference Westin Savannah, Savannah, Ga. The 94th annual conference, this year’s theme is the Changing Face of Construction.

Attendees will have the opportunity to attend a variety of sessions on: improving project performance; construction law; solutions to construction labour shortages; and succession planning. www.cca-acc.com/en/annual-conference February 8 to 9 BUILDEX Vancouver Vancouver Convention Centre West, Vancouver, BC One of Canada’s largest tradeshow and conferences, BUILDEX welcomes more than 13,000 design, construction and real estate management professionals each year. More than 50 educational seminars impact distinct professional markets, all under one roof: interior design and architecture, property and real estate management and Construction and renovation. www.buildexvancouver.com

On-Site | November/December 2011

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EXHIBITS I EDUCATION I NETWORKING

Position

YOURSELF for

GROWTH March 13-15, 2012 Charlotte, North Carolina, USA

Becoming more productive and efficient is key to increasing your operation’s profits. Get this vital information in one place by attending World of Asphalt.

It’s the largest industry gathering place to see, compare, and learn about the newest products, best practices and innovations essential to your future success.

Register today and save 40%!

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www.worldofasphalt.com/register

8/31/11 10:05 AM

11-11-29 4:59 PM

CONTRACTORS & THE LAW

By Chris Eagles and Brad Woods

Neighbours can be a nuisance E

veryone has the right to the enjoyment and use of their land.

A wrongful interference with that right is called nuisance. A nuisance occurs when an act indirectly causes physical injury to property or substantially interferes with the use or enjoyment of an interest in land and where the injury or interference is unreasonable. Property owners and contractors owe an obligation to their neighbours not to cause a nuisance to their properties.

The Supreme Court of Canada recently denied leave to appeal to the owner of a Vancouver store affected by the construction of the Canada Line light rail system. Although much attention has been paid to the trial and appeal court decisions, the case did not change the risk of a potential nuisance action against non-governmental parties involved in construction projects. The case does, however, provide an important reminder of the risk of potential nuisance claims and steps to mitigate them.

In Susan Heyes Inc. vs. South Coast B.C. Transportation Authority, Heyes was originally awarded $600,000 by the B.C. Supreme Court for nuisance to her store’s business caused by construction of the Canada Line, a rapid transit line between downtown Vancouver and the airport. The Court of Appeal allowed an appeal from this decision, finding the trial court’s decision ignored the fact that this was a project authorized by public statute, which provides a defence to a nuisance claim where the government proves the nuisance was the inevitable result or consequence of exercising that authority.

Of course, many construction projects are not public projects authorized by statute. Where a construction project is not authorized by statute, parties involved in the construction project must consider and attempt to prevent potential nuisance claims. Even where the project is for government, careful attention must be given to the nature of the work and the specific statutory defence as this is not always clear and varies from province to province.

Nuisance and trespass are often confused. Trespass requires a direct encroachment upon the land of another without lawful justification, such as placing, throwing or erecting some material object upon land without a legal right to do so. Noise, for example, could only be a nuisance (and not trespass) since it does not result in any physical encroachment. Additionally, trespass claims to remove encroachments do not need actual damage to have occurred—nuisance claims require proof of actual damages.

Nuisance and trespass are both “strict liability” torts. The injured party does not have to prove the other party was negligent.

Rather, they just need to show that the defendant has unreasonably and substantially interfered with the plaintiff ’s reasonable use and enjoyment of their land. Obviously, what is unreasonable

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in one circumstance (a house being demolished in a residential neighbourhood) may not be in another (a house being demolished in the middle of an unpopulated island).

The party liable for nuisance will generally be the party causing the nuisance. Hence, it is usually a contractor rather than the owner that hired them that would be liable, unless the work was unlawful or of a nature likely to involve injurious consequences to others. Where the work is likely to cause such consequences, an owner may be liable for a nuisance caused by its contractor.

Something as minor as dust has been found to constitute nuisance in the context of a construction project. In Hare vs. Liuza, the Ontario Superior Court of Justice found that, Luiza created a large quantity of dust while installing a new walkway, causing her neighbour’s newly installed walkway to discolour. Given that the neighbour had suffered real damages through the discolouration of her walkway, the nuisance was not minor and therefore actionable.

If a claim in nuisance is successful, a court may award damages or grant an injunction preventing further construction until the source of the nuisance is dealt with. In considering the appropriate remedy for the particular nuisance, a court will take into account the behaviour of the parties, whether monetary compensation is adequate and the degree of interference caused.

When involved in construction activities that may impact other persons, owners and contractors should take reasonable steps to work with neighbours to reduce the potential impacts to their properties from the construction. Parties to a construction agreement may also wish to turn their minds to the allocation of risk associated with damage claims or work stoppages due to nuisance claims by neighbours.

This column is provided for general information only and may not be relied upon as legal advice. Send comments to editor@on-sitemag.com.

On-Site | November/December 2011

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AD BE A THINKER. THE WAY RADHE WORKS:

BE A CREATOR. ENJOY IT.

RADHE GUPTA President and CEO, Rohit Group of Companies

BUSINESS BANKING IS ABOUT A SHARED PERSPECTIVE. At Canadian Western Bank, we see the world the same way as our customers.

As a result, we take the time to understand your industry and provide banking solutions suited to your business needs. Discover insights and learn more at theworkingbank.ca.

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Introducing the Case N-Series. It’s everything we know. And everything we’ve heard. You said you wanted an easier way to load up the trucks, so we gave the joystick a thumb-activated integrated auxiliary control valve for effortless single control dumping. You demanded more control over your transmission, so we created the SmartClutch™ feature that allows customized modulation. And you asked for a stronger, more versatile hoe, so we gave the N-Series greater lift height combined with the lift capacity of an eight-ton excavator. And the industry’s best subterranean digging performance – perfect for breaking up ground; any type, any season. Ready to learn more?

Dig in at casece.com.

*For commercial use only. Customer participation subject to credit qualification and approval by CNH Capital Canada Ltd. See your Case dealer for details and eligibility requirements. Down payment is required. Offer good for a limited time at participating Case dealers in Canada. Not all customers or applicants may qualify for this rate or term. CNH Capital Canada Ltd. standard terms and conditions will apply. This transaction will be unconditionally interest free. Example: The interest rate will be 0.00% per annum for 36 months. Based on a retail contract date of October 1, 2011, with a suggested retail price on a new 580SN of C$88,000.00, customer provides down payment of C$8,800.00 and finances the balance of C$79,200.00 at 0.00% per annum for 36 months. There will be 36 equal monthly installment payments of $2,200.00 each. The total amount payable will be C$88,000.00, which includes finance charges of $0.00. Taxes, freight, set-up, delivery, additional options or attachments not included in suggested retail price. Offer subject to change or cancellation without notice. ©2011 CNH America LLC. All rights reserved. Case is a registered trademark of CNH America LLC. www.casece.com

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