On-Site Magazine October 2012

OCTOBER 2012

Hot iron

Do thieves think you are an easy target?

pg.45

5

Hidden Software Costs pg.56

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On Voca-tsiteâ&#x20AC;&#x2122;s truc ional k Rep pg.23

ort

bridge over icy waters pg.52

www.on-sitemag.com PM #40069240

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demolition making the cut

pg.38

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WATCH THIS TRUCK COME TO LIFE.

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-1178. Specifications are subject to change without notice. Copyright Š 2012.

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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The Freightliner 114SD is constructed for construction. The cab is made of corrosion-resistant aluminum, reinforced with e-coated steel. The weight-optimized design, upfit flexibility and choice of set-back or set-forward axles help maximize payload and productivity. Multiple engine options mean you can spec just the right amount of horsepower, torque and fuel efficiency. And the 114SDâ&#x20AC;&#x2122;s excellent visibility, maneuverability and driver ergonomics are sure to reinforce your decision even more. Get all the details at FreightlinerTrucks.com/WorkSmart.

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You can’t afford downtime and we can’t afford to give you anything but the best.

The new 885B’s All Wheel Drive gives you the traction you need in any condition.

No matter how rough it gets, it’ll get the job done.

Expect more from Case: • AWD makes for better traction control in various applications.

• Multi-radius involuted moldboard design increases the volume of dirt moved with less horsepower required and increased fuel economy.

• Large cab for easy entry/exit and increased visibility.

• Front articulation for better visibility to moldboard and tighter turning radius.

• Rear flip-up hood for easy maintenance at ground level.

©2012 CNH America LLC. All rights reserved. Case is a registered trademark of CNH America LLC. www.casece.com

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23

VOLUME 56, NO.6 / October 2012

cover story 45 Hot Iron Do thieves think you’re an easy target?

Departments 7 Comment Wanted: next-generation leaders

10 News Industry news

16 Construct Canada Canada’s largest building design and construction show

18 Construction Statistics The latest news on building permits and construction employment

52

20 Ontario College of Trades set to open in 2013

College and industry reps discuss pros and cons

COLUMNS 56 Software How to assess the real costs of your next software project

58 Risk Aligning risk perception and reality

56

60 Funny Photo Funny Photo contest

62 Contractors and the Law Preparing for delays

59

features

Index of Advertisers

38

52

Industry professionals discuss proper planning and preparation.

Crews battle Great White North to build permanent crossing over Mackenzie River.

Making the cut in Canada’s demolition industry

Bridge over icy waters

IN THIS ISSUE 23 On-Site’s Vocational Truck Report

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3D-MC

2

n ing precisio - a dozer do e in ag g. in im ad Itâ&#x20AC;&#x2122;s hard to d of rough gr . ice the spee Topcon fast grading at tw fast. Thatâ&#x20AC;&#x2122;s as e ic tw g, 3D gradin /3 D M C 2 ti o n in g .c o m to p co n p o si

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COMMENT

Wanted: Next-generation leaders

I

Get the latest construction news!

Follow us on Twitter @OnSiteMag

t seemed like an unlikely source, but when 75-year-old Michael Butt looked out at a full room of snowy-haired Baby Boomers and said, “We need more young people in this room,” he was absolutely right!

As one of three guest speakers on a panel entitled, “The New Direction of Leadership,” at the Canadian Construction Association’s (CCA) annual Industry Leaders Forum in Toronto, the founder of Butt Construction and past CCA chair emphasized the importance of discovering, developing and fostering young construction leaders.

Although Butt’s presentation was meant to address the traits that define a great leader, he made the point that with the looming skills shortage, not only will there be too few workers to operate equipment and manage projects, there will also be a desperate need for young leaders to take over for him, as well as many other senior executives nearing retirement.

But where will they come from and how do we engage them?

Thirty-something Jim Harrison, a project manager with Comstock Canada and arguably one of the industry’s few young leaders, emphasized next generation leaders are looking for a better work/life balance, improved communication and better ways to do the same jobs.

Harrison was even kind enough to suggest where this crop of young leaders might be found.

He pointed to a network of young leaders groups that are popping up across the country, such as the Hamilton/Halton Construction Association’s (HHCA) Young Leaders Group he belongs to.

Google “Young Construction Leaders Canada,” and you’ll find groups in Ottawa, Toronto, Vancouver and many other smaller cities. Their goal is “to provide a forum where the emerging generation of business leaders in the construction industry can get together and foster connections for the future,” according to the HHCA. These groups are not the cure-all for the skills dilemma, but they are a big step in the right direction. For one, they are communicating with young people in a way that engages them—social media such as LinkedIn, Facebook and Twitter.

And they’re even hosting pub nights as well as social networking events.

Cultivating the construction industry’s future leaders will be a challenege. We need to do a better job of including them in our conversations.

Let’s invite them to our meetings, conferences and maybe even out for a beer.

Corinne Lynds / Editor CLynds@on-sitemag.com

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CONTRIBUTORS www.on-sitemag.com / Fax: 416-510-5140

MEET OUR CONTRIBUTORS

PUBLISHER | Peter Leonard (416) 510-6847 PLeonard@on-sitemag.com

JIM BARNES / Contributing Editor

“

Construction equipment thieves are getting more proficient and more technologically savvy all the time.

”

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 (On maternity leave, please contact Publisher) PRODUCTION MANAGER | Barb Vowles 416-510-5103 vowlesb@bizinfogroup.ca

DAVID BOWCOTT / Senior vicepresident, national director large/ strategic accounts, construction and infrastructure services, Aon

CIRCULATION MANAGER | Selina Rahaman (416) 442-5600 x3528 SRahaman@bizinfogroup.ca

“Human beings tend to rely more on impulsive

BIG Magazines LP Executive Publisher | Tim Dimopoulos Vice-President of Canadian Publishing | Alex Papanou President of Business Information Group | Bruce Creighton

Published by BIG Magazines LP, a division of Glacier BIG Holdings Company Ltd. 80 Valleybrook Drive, North York, ON M3B 2S9

visceral reaction, or feelings, when making decisions about taking risk, then the analytical data associated with the risk.

”

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.

JACOB STOLLER / Principal of Stoller Strategies

“

It is ironic that construction companies that meticulously track their job expenditures often manage their own IT projects with little idea of the costs they are incurring.

”

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.

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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

DAVID GODKIN / Construction writer

Established in 1957, On-Site is published by BIG Magazines LP a division of Glacier BIG Holdings Company Ltd.

“Pulling down a four-storey department store

Inc. ISSN: 1910-118X

may not be as dramatic as a rescue operation or tackling a nuclear power plant, but commercial demolition comes with its own sets of problems.

”

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.

MEMBERS OF

8 / October 2012

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Canadian Association of Equipment Distributors

Canadian Construction Association

12-10-12 11:26 AM

TOUGH ENOUGH

to handle the ups and downs.

Challenging jobsites don’t intimidate a Doosan® articulated dump truck. Its sloping rear frame, free-swinging rear tandem axle and independent front suspension ensure maximum ground contact, excellent weight distribution and solid footing for a big advantage in difficult terrain. Permanent six-wheel drive delivers outstanding traction to pull you through – so you can make full use of its huge load capacity. Every job has its ups and downs. Doosan keeps you productive no matter what.

Find a dealer at www.DoosanEquipment.com/tough

DOOSAN DELIVERS

Performance

Durability

Comfort

Fuel Efficiency

Easy Maintenance

Doosan and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. ©2012 Doosan Infracore Construction Equipment America. All rights reserved. | 128C-0

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INDUSTRY NEWS

Earth Rangers Centre goes platinum

National report card shows municipal infrastructure “at risk” Canada’s municipal infrastructure is at risk, with more than half of municipal roads requiring significant repairs and one in four wastewater plants needing major upgrades.

This was the key finding of the firstever Canadian Infrastructure Report Card, a major study released by the Federation of Canadian Municipalities (FCM) and three industry partner organizations.

“The report card shows that core municipal infrastructure like roads and water systems, assets critical to Canada’s health, safety and economic prosperity, are at risk,” said FCM president Karen Leibovici, speaking at a news conference in Ottawa. “Investments in infrastructure over the last few years have helped, but without long-term action we are still headed for a crisis.”

The report card, which surveyed more than 120 municipalities representing 60 per cent of the Canadian population, says more than half of municipal roads are falling apart beneath our tires. Twenty-five per cent of roads are over capacity, transporting far more people and goods than they were designed to handle. And one in four wastewater treatment plants needs to be upgraded or replaced to meet new federal standards introduced this summer, at a cost of at least $20 billion.

Without immediate improvement and ongoing maintenance, the cost of fixing or replacing the assets studied will explode over the next decade.

“Two billion dollars in federal funding for local governments is going to lapse by March 2014,” Leibovici said. “The new federal long-term infrastructure plan is a once-in-a-generation opportunity to put our essential infrastructure back on solid ground. Municipalities are ready to work with all partners–federal, provincial, territorial, and the private sector–to fix the problem once and for all.”

The FCM partnered with the Canadian Construction Association (CCA), the Canadian Public Works Association (CPWA) and the Canadian Society for Civil Engineering (CSCE) to deliver the report card. This marks the first time a group of national stakeholders worked together to measure the state and performance of municipal infrastructure from one end of Canada to the other.

Leibovici was joined at the news conference by FCM vice-president Claude Dauphin, CCA president Michael Atkinson, CPWA president Darwin Durnie, and CSCE senior vice-president Reg Andres.

This first edition of the report card measured the condition of municipal page 12

The Earth Rangers went from gold to platinum, after being awarded LEED Platinum certification by the Canada Green Building Council (CaGBC), through the LEED for Existing Buildings (EB) green building rating system for its Earth Rangers Centre in Woodbridge, Ont. The facility obtained LEED Gold for New Construction certification from the CaGBC in 2004.

The centre, which houses the Earth Rangers’ Animal Ambassadors and staff, scored 92 out of 110 possible points, making it the highest scoring LEED EB building in Canada. The building’s features include: solar photovoltaic generation, on-site wastewater treatment, earth tubes, solar hot water, stormwater control, geothermal heating and cooling and vegetated green roofs.

Some of the facility’s achievements include: 1.5 million litres of water recycled in 2011; 130,000 kWh of annual solar energy generation; energy consumption 83 per cent below code baseline; 100 per cent of power supplied coming from renewables or low impact hydroelectric generation sources; 80 per cent diversion of waste from landfills; and all cleaning products meeting green cleaning standards.

10 / October 2012

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INDUSTRY NEWS from page 10 roads, drinking water, wastewater, and storm water systems. Future studies, which the FCM and its partners plan to release on a regular basis, will look at other assets such as housing and transit.

The full report card, as well as background information and supporting documents, can be viewed at www.canadainfrastructure.ca.

jobs, including approximately 200 construction workers who will be on site daily.

Construction of the Markham Pan Am Centre started in October.

The Pan American Field Hockey Centre and Etobicoke Olympium projects are scheduled to begin construction in 2013.

Bondfield wins contract for Pan/Parapan venues

Aecon joint venture wins $100M pipeline contract

Bondfield Construction Company Limited will build and finance three venues for the Toronto 2015 Pan/Parapan American Games.

Infrastructure Ontario announced that the Concord, Ont.-based construction firm has signed an $80.5-million contract to build and finance the Markham Pan Am Centre, which will feature a 50-metre Olympic-sized pool and host the Games’ water polo, table tennis and badminton competitions; and a two-field Pan American Field Hockey Centre on the University of Toronto’s St. George campus. The firm will also handle renovations and improvements to the Etobicoke Olympium facility, which will serve as a training site for swimming, water polo, diving and synchronized swimming.

The projects are expected to create and support hundreds of

Aecon Group Inc. and Robert B. Somerville Co. Limited will work together on a contract to work on facilities related to the Cold Lake and Polaris pipelines in Alberta. The $100-million joint venture, awarded by Inter Pipeline Fund, will include the construction of pumping stations, metering facilities, junction sites and associated pipeline connections at multiple sites. The work is scheduled to start this month and is to be completed by 2014. Aecon and Somerville were awarded a $600-million contract for the installation of 560 km of underground pipeline for expanding the Cold Lake and Polaris pipelines in July 2012.

PCL awarded for work with LEGO Edmonton-based PCL Construction Services, Inc. was awarded the Design-Build Institute of America’s (DBIA) National Award in the Rehabilitation/Renovation/ Restoration category for its work on LEGOLAND Florida, located in Winter Haven.

PCL completed the project in 15 months, working with Morris Architects and Merlin Entertainments, owner of LEGOLAND Parks.

The theme park has more than 50 rides, shows and attractions. PCL’s work consisted of: 23 existing structural renovations; new infrastructure installation; existing infrastructure upgrades; the installation of extensive hardscape and landscape; and historic tree relocation and restoration.

The Man WiTh The Tan. Our tan is legendary. It’s the color of the most secure jobsite storage solutions around. Not red. Not green.

So, if you’re looking for features like the patented WATCHMAN® 5 – a weather and tamper-resistant recessed lock that virtually prevents drill-outs – you’ll never get burned with a KNAACK® tan.

For more information, visit www.knaack.ca or call 1.888.562.2251 © 2012 Knaack, LLC. All rights reserved. U.S. and other countries registered trademarks of Werner Ladder were used in this Ad.

12 / October 2012

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ARTICULATED TRUCKS From Komatsu – The Truck Experts

The redesigned Tier 4 Interim Articulated Trucks will boost your productivity and lower your costs. From increased payload to improved traction control, the truck experts at Komatsu once again deliver on your need for a lower cost per ton moved.

• Komatsu Traction Control System (K-TCS) automatically increases performance in soft ground conditions.

• New operator’s cab provides better visibility and ergonomics.

• Efficient Tier 4 Interim engine provides up to an 8% reduction in fuel consumption.

• Komatsu CARE provides complimentary Tier 4 maintenance, including KDPF exchange filters. Contact your Komatsu distributor for details.

www.komatsuamerica.com

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INDUSTRY NEWS

TD Centre Halifax project underway EllisDon began construction on the TD Centre Halifax development project in September. It’s designed to transform the building into the city’s largest Class A, LEED Gold (CS) certified, smart building.

The redevelopment will double the centre’s current floor space to 200,000 sq. ft., including three additional floors; preserve and restore masonry work to the MacaraBarnstead building façade; and add new building control systems designed to reduce operating costs, produce lower emissions, and offer tenants improved control over air quality and other environmental systems. The project is to be complete in 2014.

Construction companies make Top 100 employers list for 2013 Four Canadian construction companies made the cut to Canada’s Top 100 Employers list for 2013.

Aecon Group Inc., EllisDon Corporation, Ledcor Group of Companies and PCL Constructors Inc. all made the top 100 list for next year.

Each company was graded on a variety of factors, including: physical workplace; work atmosphere and communications; financial benefits and compensation; health and familyfriendly benefits; vacation and personal timeoff; employee engagement; training and skills development and community involvement.

News Briefs >> SNC-Lavalin has won a contract to provide overall management, detailed engineering, procurement and construction (EPC) services to Compañía Minera del Pacífico S.A. (CAP Minería) for a thickened mine tailings disposal system at the Cerro Negro Norte iron ore project in Chile. The Montreal-based engineering and construction firm’s EPC reimbursable contract is worth more than US$50 million. The engineering phase of the project has been completed

by SNC-Lavalin’s Santiago office and infrastructure construction activities are to start this month. Mechanical completion is scheduled for Q3 2013. >> Pomerleau Inc. recently expanded its reach in the construction industry with the purchase of Neilson Inc., a Saint-Nicolas, Que.based firm that specializes in civil engineering and infrastructure in Quebec and Western Canada. Neilson has worked on the construction of dams, bridges, tunnels, piping systems, gas networks and earthworks since being founded in 1963. Terms of the deal were not disclosed. >> Stuart Olson Dominion Construction Ltd., the general contracting segment of The Churchill Corporation, has been awarded a design-build contract for the expansion of the Winnipeg Convention Centre (WCC). The $147-million contract will involve expanding the downtown Winnipeg complex by approximately 304,000 sq. ft., while incorporating sustainable practices with a target of LEED Silver certification. When finished, the WCC is to have more than 399,000 sq. ft. of meeting and trade show space. The project is to be complete in the final quarter of 2015. >> Terex Construction has named S & S Supply Ltd. as a new distributor for Newfoundland and Labrador. The Mount Pearl,

Nfld.- based company will distribute the full line of Terex compact construction equipment, which is comprised of 45 product models, including skid steer loaders, compact track loaders, loader backhoes, wheel loaders and excavators. >> Forbes Industrial Contractors Ltd., based in Prince George, B.C., was awarded a contract for the rehabilitation of the Hagwilget Bridge near New Hazelton, B.C. The single-lane, steel suspension bridge is currently used by commercial vehicles, residents and tourists for crossing over Bulkley River Canyon, to gain access to the Kispiox Valley in northeastern B.C. The completion date is mid-December 2012. >> The Churchill Corporation recently announced Douglas Haughey as its new CEO. Haughey was also appointed to Churchill’s board of directors, effective immediately. Before joining Churchill, he served as president and CEO of Calgary-based, natural gas liquids infrastructure company Provident Energy Ltd. Other positions Haughey has held include: president of Spectra Energy’s $3-billion natural gas processing and pipeline business in Western Canada and president and CEO of the Spectra Energy Income Fund. >> SNC-Lavalin appointed Robert Card as its new president and CEO. Card, who started with the company on Oct. 1, has held positions operating and managing infrastructure and energy projects in the industry for more than 40 years. They include various positions at CH2M Hill Companies Ltd. and chief operating officer for the consortia responsible for delivery of the $15-billion London Olympics complex; and overseeing the $7-billion operation, cleanup and decommissioning project for the Rocky Flats nuclear facility for U.S. Department of Energy from 1996 to 2001.

14 / October 2012

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INDUSTRY NEWS

Helmets to Hardhats Canada underway The website for Helmets to Hardhats (H2H) Canada was launched on Sept. 18 and applications for the program are now being accepted.

PCL’s Brad Nelson on combating construction challenges

H2H Canada is a partnership with Canada’s building trades unions, their employers and government stakeholders, designed to help Canadian veterans and men and women currently serving in regular or reserve force components of the Canadian Forces find employment within the building and construction industry as they transition to civilian life.

The program offers apprenticeship training so participants can obtain journeyperson status in more than 60 trades applicable to the construction and building industry, as well as access to career postings.

IO releases RFP for vendor of record for general contractors Infrastructure Ontario (IO) recently released a request for proposals (RFP) for its Vendor of Record (VOR) for general contractors for real estate construction projects estimated between $100,000 and $5 million. The VOR is designed to enhance service quality and procurement efficiencies for clients and industry. It will replace IO’s Source List for general contractors.

The RFP marks the initial step in the procurement process to create lists of top qualifying vendors for various project categories and cost thresholds.

General contractors that qualify for the lists will be permitted to bid on projects over a three-year term.

IO stated improvements to the VOR procurement include: vendor caps to ensure highest quality vendors; a three-year term with possible extension terms for continued excellent service; and list rotation to provide vendors equal access to projects.

In 2013, IO plans on releasing VORs for engineers, architects and interior designers.

Hear directly from the (earth) movers and shakers in Canada’s construction trade. To listen in on On-Site’s interviews with leading Canadian construction professionals sharing their expertise and points of view, simply go to www.on-sitemag.com and click on the video. You’ll find our most recent interview along with a full archive of conversations.

Watch for our next interview with EllisDon regarding the planning and construction of the venues, housing and infrastructure projects related to the upcoming 2015 Pan/Parapan American Games.

Is there someone you’d like to see interviewed?

Simply email editor@on-sitemag.com and we’ll make the call!

Sean Reid, chair of Ontario Construction Employers Coalition, on Ontario College of Trades

on-sitemag.com / 15

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INDUSTRY NEWS

Build up your network and knowledge at Construct Canada

T

he 24th edition of Construct Canada, Canada’s largest building design and construction show, offers attendees a chance to network with more than 24,000 industry professionals, including contractors, architects, builders and engineers.

Check out more than 1,050 exhibits showcasing the latest products, technologies, best practices and building applications for design, construction, operation, retrofit and renovation.

The three-day trade show will take place concurrently with Concrete Canada, Homebuilder & Renovator Expo, PM Expo and the Design Trends Pavillion.

New this year is a product showcase, which will display samples from the 1,000plus exhibitors from Construct Canada and the concurrently running shows.

Concrete Canada Concrete Canada, offers concrete and masonry construction professionals all the products, resources and educational tools they need to improve their operations.

Also taking place at the show will be the Ready Mixed Concrete Association of Ontario’s (RMCAO) Ontario Concrete Awards (OCA) banquet on Nov. 29, designed to honour the most innovative and creative concrete projects in the province. For more information, visit the RMCAO at Booth 62.

Come sa y “Hi” to the On-Site cr at Booth ew 341.

will also take place at the Metro Toronto Convention Centre, South Building from Nov. 28 and 29. The conference will focus on green design; construction, retrofit and maintenance leading to high-performance buildings; and best practices and project delivery models that improve design sustainability in projects.

Women in construction Seminars The seminar program will feature more than 450 speakers offering a wide variety of educational sessions on topics such as: improving project delivery and smart business practices; leading edge technology for project design; green buildings; building environments and performance; building envelope solutions; legal, regulatory and risk management; professional and personal skills development; and design trends for building interiors.

Attendees will also be able to check out live installations and applications of products related to sustainable and energyefficient construction at the Green Building Demonstration Area.

National GreenBuilding Conference

On-Site’s editor Corinne Lynds is moderating the Women in Construction: Build Your Network, Grow Your Business seminar on Nov. 29 from 2:30 to 4:30 p.m. This workshop will include presentations from Elem Rinomato, president of Torino Drywall Inc. and Enza Tiberi-Checchia, president of Decorenza Inc. Stick around to network with local associations and industry professionals.

The show takes place from Nov. 28 to 30 at the Metro Toronto Convention Centre, South Building. For more information visit www.constructcanada.com.

Learn all about concrete from the Ready Mixed Concrete Association of Ontario at Booth 62.

The National Green Building Conference

16 / October 2012

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This is hardly small talk.

It took hundreds of customer suggestions to come up with an idea this big.

Introducing the 46-ton E-Series, our largest ADT ever. But there’s more to it than just a giant payload. It’s loaded with new features like on-the-go differential locks that can be applied manually or automatically. Reversing fans to clean coolers. Smooth-riding, self-adjusting front suspension.

Ground level servicing. Even under-hood service lights. Add it all up, and you’ve got some big-time productivity. Learn more about the enormous impact our customers had on the E-Series at your dealer or online.

YOU’RE ON.

TM

www.JohnDeere.com/ADT

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CONSTRUCTION STATS A selection of data reflecting trends in the Canadian construction industry

Year-over-year change in average weekly earnings in the 10 largest sectors, July 2011 to July 2012 Professional, scientific & technical services Educational services Accommodation & food services

Average weekly earnings down in July

Manufacturing

Average weekly earnings for employees within the construction sector fell 0.6 per cent in July to $1,133.10, when compared to June 2012 ($1,139.38). On a year-over-year basis, average weekly earnings were up 4.5 per cent in July 2012 ($1,084.69 in July 2011) with growth experienced in most industries within the sector.

Construction All sectors Public administration Health care & social assistance Retail trade Administrative & support services Wholesale trade â&#x20AC;&#x201C;1

0

1

2

3

4

5

6

7

%

Total value of permits

Employment up in September Employment in the construction sector was up 2.3 per cent, or 28,800 jobs, in September when compared to the previous month.

Over the 12-month period from September 2011 to September 2012, employment within the sector was down 0.8 per cent, or approximately 10,400 jobs.

Employment thousands 17,600

17,400 17,200

$ 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 J

Total value of permits

Employment thousands 17,600

2009

J

17,400 J 2010 17,200

2011

J

2012

A

Building permits climb in August

17,000 16,800

16,600

2009

J

2010

J

2011

J

2012

S

17,000 Construction intentions jumped 7.9 per cent to $7.3 billion in the month of August after dropping 2.8 per cent in July.

The increase was fuelled by16,800 a 25.2-per cent increase in the non-residential sector, to $3.2 billion, when compared to the previous month. The gains 16,600 in the non-residential construction sector offset a 2.3-per cent decrease in S J the residentialJ sector, 2008were up in 21 2009 which fell to $4.2 billion. Building2007 permit values

J

2010

of 34 census metropolitan areas, with Hamilton, Edmonton and Calgary experiencing the largest gains. Vancouver and Montreal experienced the biggest declines.

Source: Statistics Canada

18 / October 2012

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© 2012 Mercedes-Benz Canada Inc. 2012 Sprinter 2500 144" Cargo Van with optional High Roof shown, national MSRP $45,400. *Lease offers based on the 2012 Sprinter 2500 144" Cargo Van available only through Mercedes-Benz Financial Services on approved credit for a limited time. Lease example based on $499 per month for 60 months which includes a $3,000 cash incentive.

Down payment or equivalent trade of $3,600 and applicable taxes due at lease inception. Lease example based on national MSRP $42,900 which includes a $3,000 cash incentive. Freight/PDI of $2,995, Dealer Admin fee and air-conditioning levy of $100 are additional. Licence, insurance, registration, “green” levy taxes (if applicable), fees levied on the manufacturer (if charged by the dealer) PPSA and taxes are extra. $3,000 cash incentive is only available for 2012 Sprinter 2500 144" Cargo Van. Lease APR of 5.99% applies. Total obligation is $47,500 which includes an end of lease residual value of $13,965. Dealer may lease for less. Offers may change without notice and cannot be combined with any other offers. **3 years of scheduled maintenance covers the first 3 factory-scheduled maintenance services or 3 years, whichever comes first. Scheduled maintenance interval for model year 2012 Mercedes-Benz Sprinter is the earlier of 1 year or 20,000 km.

The specific maintenance services included are as described in the applicable Owner’s/Operator’s Manual and Service/Maintenance Booklet. Offer is non-transferable, non-refundable and has no cash value. Certain limitations apply. See your authorized Mercedes-Benz dealer for details or call the MB Customer Relations Centre at 1-800-387-0100. Offer valid for all model year 2012 in-stock units, offer may be withdrawn without notice. 1Based on on-road fuel economy & performance testing of 2011 Sprinter 2500 144" Cargo Van at 50% load capacity, and at highway/city speeds according to the SAE J1082 & J1491 standards as conducted in the U.S. by WinterPark Engineering in May of 2011 and summarized in a report dated June 10, 2011. Vehicle shown may have lower than advertised fuel efficiency. Your actual fuel consumption may vary. Not for comparison purposes with fuel efficiency data of other vehicles where such data has been determined using Government of Canada approved test methods (“Canadian Tests”). The fuel efficiency data supporting the claims in this advertisement have not been determined using Canadian Tests because such tests are not required for the Mercedes-Benz Sprinter. Data from Canadian Tests is being determined and will be available for 2013 Mercedes-Benz Sprinter.

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S:10 in

Delivers everything you need, including maintenance.

INDUSTRY NEWS

Ontario College of Trades set to open in 2013

F

By Andrew Snook

rom teachers and veterinarians to doctors and dentists, the Province of Ontario has a wide variety of professionals that use colleges to regulate and govern their industries. Many of these colleges encountered some degree of resistance when starting up, and the latest proposed college is no exception.

Representatives for the Ontario College of Trades (OCOT) have stated that the college will act as a voice for attracting young people to the skilled trades and act as a self-governing and regulating body for more than 500,000 skilled tradespeople in 157 skilled trades across Ontario.

Within the 157 skilled trades, there are 22 compulsory trades that have mandatory fees individual workers and companies will have to pay. The proposed annual membership fees range from $50-$100 for an apprentice or tradesworker (compulsory and voluntary); $100-$200 for a journeyperson; $100-$200 for a small business (zero to five trades employees); $200-$400 for a medium business (six to 50 trades employees) and $400-$600 for a large business (more than 50 trades employees).

The OCOT has received a great deal of criticism over recent months, and has been called an “$84-million tax grab” by the Ontario Construction Employers Coalition, which has questioned the college’s ability to regulate the skilled trades while acting as a voice to attract more young skilled tradespeople. The coalition against the OCOT is comprised of more than 3,000 construction employers that employ over 85,000 tradespeople across Ontario.

“The number of organizations, the number of people we represent, this is not some small group of disgruntled people who aren’t educated and knowledgeable on this topic,” said Clive Thurston,

president of the Ontario General Contractors Association (OGCA), one of the largest members of the coalition. “This is a huge groundswell of discontent and opposition to what we see as nothing but an out-an-out tax grab.”

Ron Johnson, chair of the OCOT, says attracting young people to the trades is the college’s “biggest mandate.”

Ron Johnson, chair of the OCOT, dismissed the coalition’s claims that the college’s mandatory fees were a tax and would add up to $84 million.

“Quite frankly it’s an absolute mistruth,” Johnson said. “We have a $17-million to $21-million budget for 2013… once we get through our first fiscal year and we have our audited financial statements available, they’re going to look stupid.”

Johnson also said the fees are not a tax since they are revenue collected by the OCOT for the operation of the college, not unlike the other 44 regulatory bodies across Ontario.

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INDUSTRY NEWS

Sean Reid, chair of the Ontario Construction Employers Coalition, says the OCOT will act as a barrier to attracting new and young tradespeople.

“We are not government, we are outside of government and we are independent of government,” said Johnson.

Sean Reid, chair of the coalition, said the college would be bringing in at least $84-million in revenue, when it compulsory certifies more trades across the province.

Johnson said the college does not have the power to make more trades compulsory or non-compulsory. He said those decisions will be made through advisory panels comprised of rosters of adjudicators that will listen to evidence from those who want their trade to become compulsory/non-compulsory; however, Reid said some of those advisory panels are made up of representatives within the construction industry that want more trades to become compulsory.

“There is no doubt that we will have far more trades compulsory if the college gets its way,” said Reid.

Johnson said the college is also committed to enforcing training standards and certification standards in the compulsory trades sector outlined in the Ontario College of Trades Act. “We are going to have a very vigorous and strong enforcement component in terms of the compulsory trades side,” he said. “It is very important that contractors know that when they are bidding on work, they are doing so against other legitimate contractors.”

Reid said it is hard to fathom how the college could act as a legitimate enforcement tool within the skilled trades. He used the example of hairstylists, one of the 22 compulsory trades, as an example of why enforcement is an unrealistic goal.

“Are they going to have people going around and looking at everybody’s haircut? So if I complain and say I got a bad haircut and I go complain to the college are they going to come and say, ‘You know what, you really did get a bad haircut.”

The coalition was also critical of the college’s ability to attract more young people to the skilled trades and referred to it as a barrier instead of beneficial.

“It’s attaching new fees in order to come into our industry, it’s attaching new regulations through compulsory certification and high ratios,” Reid said. “It’s turning us in precisely the opposite direction from where we want to be going if we want to truly be more open to new and young tradespeople in this industry.”

Johnson countered, saying that attracting young people to the trades is the college’s “biggest mandate.”

“I think what we need to do is refocus our ability to attract young people to the skilled trades,” he said. “Convince them of the benefits of skilled trades; convince their parents of the benefits of skilled trades—as well as teachers and guidance counsellors—so it becomes a career of first choice instead of a career of last resort, which is what it has become now.”

Whether skilled trades organizations like it or not, the college’s doors are set to open in 2013. Will the college act as a strong voice for the industry with sharp regulatory teeth? Or will it falter, leaving skilled tradespeople frustrated with mandatory fees that provide little or no value? Come 2013, both sides will find out if this dog has both bark and bite.

Tune into On-Site’s video interviews with Ron Johnson and Sean Reid at

www.on-sitemag.com

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Truck Report

On-siteâ&#x20AC;&#x2122;s Vocational

24 Dump Trucks 29 Emissions 31 Truck Roundup

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Thinking

inside the box What you need to know before choosing the best dump truck for your operation

By LOU smyRLis

T

he typical Canadian dump truck remains in service for 12 years or more and is expected to perform some of the toughest tasks under some of the harshest environments Canadian industry can dish out.

A truck that can take the pounding of unfinished roads, sharp-edged loads and grit-filled work sites to deliver rock solid performance, day in, day out, can be the difference between a successful construction operation and one unable to gain any traction towards profitability.

Want to know how to get the best of these mechanized pack mules into your operation? There’s no magic involved, just a willingness to roll up your sleeves from the start when it comes to understanding your operation today and being realistic about how you expect it to evolve over the next decade. The right spec’ing decisions at the start will make all the difference in ensuring a long, productive life for your dump trucks. Or, to put it a little less gently, any mistakes you make now will haunt you for years to come. Common mistakes such as attempting to save a few bucks by trying to run a heavy construction business with a landscaping chassis, missing

out on fuel economy and adding weight by spec’ing more power than you need, and having to take steep grades only half loaded because you spec’ed less power than you need, add aggravation, costly repairs, downtime, and missed opportunities to your operation.

For smaller operators and relative newcomers to the industry, the learning curve for effective construction truck spec’ing can be steep. Even experienced operators and large construction fleets with spec’ing practices refined by years spent in the industry, may find it challenging to keep up with changing regulatory demands and technological advances. To help you out, and make your operating success a greater certainty, we’ve talked with some of the industry’s leading experts—Alan Fennimore, vocational marketing manager for Kenworth Truck Company; John Rosinski, sales representative, Performance Equipment; Ron Eagle, Lounsbury Heavy Duty Truck Ltd; and Francois Beauchamp, field engineering manager, Michelin North America (Canada). They shared with us how to put together the most productive construction truck possible.

We trust their insights will help make your next selection a more informed one.

Get th

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Use your smartphone to scan this code. Get the free app at http://GettaG.mobi WS/MC-A-459. Specifications are subject to change without notice. Western Star Truck Sales, Inc. is registered to ISO 9001:2008 and ISO 14001:2004. Copyright © 2012 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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NAIL DOWN YOUR APPLICATION This is the starting point. Consider all the aspects of your operation today and how realistically they may change up to 10 years down the road. When you take the time to think it through, you may find this consideration is more complex than it first appeared. Don’t take short cuts. It’s important to get it right, because it will drive every decision you make.

So before you start trying to wrap your head around first gear reduction ratios and startability calculations, make sure you’ve spent the time to get a firm grasp of the following aspects of your operation:

Infrastructure-Friendly (SPIF) regulations; others don’t. This will have a big influence on how the axles are set up and spaced. SPIF trucks tend to be longer to spread the weight and you may need to have tag and pusher axles that steer.

What makes this exercise more complex is the fact you need to nail down not only how you will be using your dump truck today but consider how that may change over the next 12 years or more and be realistic about the compromises made in the process. Do it right and you will have a vehicle that can grow with your operation. For example, a truck spec’d with an aluminum dump body to maximize payload for an operation that runs mainly highway and regional roads can have a good second life hauling dirt. But it won’t be able to cut it if your operation evolves to hauling large boulders or concrete with chunks of bar sticking out. Such rough loads would punch a hole in the aluminum body.

One of the worst mistakes you can make is spec’ing a truck that suffers from too many compromises in an attempt to handle the widest variety of applications. Such a truck may be used on many different jobs but it won’t handle any of them well.

SPEC THE RIGHT POWER AND TORQUE What type of road terrain do you expect your dump truck to handle? Terrain can affect everything from tire size to transmission and gear ratios. For example, a dirt hauler who regularly has to run into applications where deep hole excavation and thick mud are constant challenges, will need to be more concerned with having enough power and torque under the hood to climb steep grades than about fuel economy. He would also be better off spec’ing a heavier duty suspension that can handle the pounding and provide better articulation than worrying about weight-saving specs. On the other hand, those weight-saving specs may be of prime importance for a gravel hauler paid by the ton, whose only off-road challenges involve gravel pits with well-maintained gravel road access.

How much weight do you expect to carry? When your pay is linked to payload, you’ll want to ensure a design that maximizes the weights you can carry. If you expect the weight that you will carry to vary, list several target weights and the amount of time you expect to spend at each vehicle weight.

What type of loads do you expect to haul? You will need a different chassis spec when hauling bulk loads such as asphalt, sand or gravel than you would if you hauled mostly demolition debris. You may also need a beefed up suspension to handle the pounding it will take from the large pieces going in the dump body.

What are the length and weight regulations in your province and other areas of operation? Take maximum advantage of the weight laws to maximize payload. Bridge laws (in some regions, and particularly south of the border) may also have an influence on how the axles are set up and spaced. Some provinces, as in the case of Ontario, require compliance with the Safe, Productive,

The amount of horsepower you need is what is just enough to do the job. Generally, 350 to 485 hp is plenty for most applications.

Extra horsepower just uses more fuel, puts more strain on the rest of the drivetrain, and adds cost up front. Go with a smaller 13-litre block, for example, and you save around 350 lb. compared with a

15-litre block. More power transferring through the entire powertrain and tires will also wear out those components faster.

The term “drivetrain” is a collective one that covers the clutch, transmission, drive shaft and rear axle. Focus on the whole rather than the individual parts. Gearing is the process by which all those pieces work together and this is directly affected by the size of the gears built into the transmission and rear axle differential, as well as the size of the wheels and tires. A truck with an improperly

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spec’d drivetrain may show a variety of tendencies that can suck money out of your operation and aggravate your drivers. These include: an inability to achieve the desired top speed; over revving at high rpm; an inability to get underway; and poor fuel performance.

There are some terms you should become familiar with so you can have an in-depth discussion with your truck dealer.

Geared road speed: Refers to the top speed the truck will be able to attain. It requires determining which transmission and axle combination can provide the speed you expect in both low and top gears. If the engine ends up running out of revs while cruising on the highway, it will be burning your profits up the smokestack.

Maximum gear reduction: Represents the highest multiplication of engine torque available. It’s calculated by multiplying the transmission’s lowest ratio by the rear axle ratio. The more severe your application, the greater maximum gear reduction needed.

Startability: Refers to the drivetrain’s ability to get the whole vehicle and its load moving. It’s a calculation that measures the feet of rise per 100 ft. So a 10 per cent startability means that a fully loaded truck on a 10 per cent grade will be able to launch itself.

For vocational applications, 25 per cent startability is generally required; or even 30 per cent in the case of severe duty applications.

Ratio steps: Think of them as the space between rungs on a ladder. If you have a heavy load to haul, the rungs need to be closer together. But if they are too close, truck speed will suffer. In most ratios, after each normal upshift, the steps should be close enough to provide at least 90 per cent of the engine’s rated horsepower.

The transmission installed with a dump truck engine needs a lot of ratio range. Ultimately, you’ll want to ensure a transmission with a gear that’s low enough to pull through a traditional job site, and high enough to hit highway speeds when heading back to a quarry.

How many speeds? Similar to the advice given about horsepower, you are best off spec’ing only what you need. The formula has always been that up to 10 speeds is adequate for 80,000 to 100,000 GVW. Over that generally you want to move up to a multispeed 13- or 18-speed. The 8LL transmission, which provides two low gears for startability off road and enough top-end range for the highway, is a common choice.

The greatest part of your dump truck’s weight is carried on the rear axle. Axles are gross axle weight rated (GAWR) to indicate the load they can bear. As GAWR increases, so should the axle size. The typical dump truck uses rear axles rated at 46,000 lb. This covers most trucks with 16 to 21-foot dump bodies with combinations up to 140,000 lb. This is not the area to try to cut costs. The guy who specs a 40,000 lb. rear axle to save a bit of money and some weight even though he is pulling monster steel coils, will be the guy who finds himself with a trashed rear end and a voided warranty.

SPEC’ING THE CHASSIS Your dump truck is likely going to take a pounding over the next decade or so. Make sure it has the backbone to handle it by opting for

a chassis that’s built tough. Don’t be led astray by U.S. examples of using lighter weight components such as aluminum crossmembers, frames, mounts, spring hangers, etc. In general, U.S. weight laws are more restrictive than Canada’s. So unless you are planning to haul similarly low weights, opt for durability with your chassis.

In addition, we place a lot of road salt on our roads during the winter—aluminum and salt don’t play together well.

In terms of proper weight distribution, the key dimensions that will need to be considered are cab to axle (CA) or cab to tandem (CT). Both refer to the area behind the cab where the majority of the body’s length rests and to the chassis wheelbase (the distance between the front and rear axle or centre of the rear tandem).

Of course, the wheelbase requirements for maximum loading can change from province to province and this can have a big influence on how the chassis is configured.

Another key dimension is the hinge to rear or overhang, as it’s frequently called. This measures the point at which the rear or body is attached to the frame and on which the body pivots during the dumping. The typical overhang is about 8-12 in. Trucks backing into asphalt spreaders could require 18-20 in. of overhang so the load can be easily dumped into the spreader.

Dump body designs Three options dominate dump body design: straight vertical sides that provide the highest volume; sloping sides that help force loose cargo downward; or sides curved in a bathtub-like fashion to provide easy dumping for rough cargoes. If you are hauling particularly sticky material, the side slanted design is worth a look, especially when you consider that heavy material stuck inside the box while dumping can cause the truck to tip over.

Exterior braces are used to reinforce the sides and extra bracing should be spec’d if the service application is severe.

The tailgate can be single or double acting. Single-acting tailgates swing from top to bottom on one set of hinges. Double-acting tailgates swing from either top or bottom hinges.

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your dealer work with the truck maker’s engineers to make sure you get enough frame only where you need it. You will typically need an extra strong crossmember at the back of the cab to strengthen the hoist mounting area. If you are planning to add lift axles later, make sure the dealer adds that information to the order so the frame can be prepared for them.

But remember that many of these weight savers will cost more up front. You will need to balance that against the gains you expect to make hauling more payload.

TIRE SELECTION When it comes to the hoist, the key spec to consider is its capacity. To calculate the force necessary to lift the box, the body builder multiplies the hydraulic cylinder’s lifting force in pounds by its length in inches.

Unlike the chassis, where aluminum may not be the best option for Canadian applications, aluminum could be a good spec for the dump box for certain applications specializing in less severe applications such as gravel hauling. The aluminum box will cost more but its lower weight can increase carrying capacity enough to make it worthwhile. If you do need the strength of steel, work with your dealer to spec a box that has heavy floor but is still light enough to make money by the ton/mile equation.

Tire manufacturers have tires to accommodate a variety of construction applications. How you plan to use the truck, the amount of time you will spend on and off road and the load range you expect to handle are all key factors in determining the right tire for your operation.

LOSE THE WEIGHT If the truck will be hauling a number of loads per day, cutting vehicle weight is profitable. You can reduce the weight of your

dump truck by spec’ing components such as wheels, air tanks and clutch housings in aluminum rather than steel. In addition, use the smallest fuel tank you can get away with. Some operators can get away with a 56-gallon tank, but most will need at least 75 to 90 gallons to get through a day.

You will also save valuable pounds by choosing the right suspension. The difference can be several hundred pounds.

To avoid hauling around extra steel in the vehicle frame, have

Employ the 80/20 rule: If your dump truck is on the highway 80 per cent of the time, opt for the tire design that runs cooler and best maximizes your miles after providing the protection you need for the environment in which you operate. If most of the time your dump truck is off road, look for a tire with rubber compounds providing good cut resistance and protection for the sidewall. Off-road applications usually include a lot of muddy situations, in which case a deep tread design with an open shoulder and good traction is required.

Your load requirements determine the tire load range and ply rating of the tire. Don’t overspec. An aggressive tread design meant for an 80/20 off-road application does not make sense for a 50/50 application; you would be stuck with too much tire for your needs.

Similarly, if you don’t need load range H, stick with G. The higher the load range, the higher the sticker price.

Unless you’ve got money to burn, retreading is a smart strategy.

But if you are going to retread, you have to consider the durability of the tires. You want a casing capable of giving you multiple retreads so protection against penetration, buttressed shoulders and sidewall protection are critical. You can also help by pulling the casings for retreading at 6/32nds. If you are in an application where you operate in a lot mud, you may want to pull your tires at 8/32nds.

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Turning to tires

to steer through GHG regulations

C

By James Menzies onstruction truckers will not escape the next round of government-driven emissions standards, even though the focus is on reducing greenhouse gas (GHG) emissions through improved fuel economy, which isn’t always top of mind in vocational applications.

In the U.S., the Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA), have published a regulation limiting GHG emissions for model year 2014-2018 heavy trucks.

Here, Environment Canada has confirmed it is looking to mirror the U.S. mandate with legislation of its own. While both sets of rules aim to deliver a net benefit to truck owners by setting improved fuel economy benchmarks that truck manufacturers must meet, construction truckers may find themselves having to adopt fuel-efficient technologies that compromise other areas of equal or greater importance.

The new regs will be phased in between 2014 and 2018 model year vehicles and initially, vocational truck buyers will be able to comply simply by spec’ing low rolling resistance tires, says Alan Fennimore, vocational truck marketing manager with Kenworth.

“In 2014, the only thing you have to pay attention to is your tires—your drives and your steers—and that’s about it,” Fennimore says.

CO2 Emission Standards – Vocational Vehicles

Vocational Vehicle Class Classes 2B, 3, 4 and 5 Classes 6 and 7 Class 8

CO2 emission standard for model years 2014-2016

CO2 emission standard for 2017 and after

388 234 226

373 225 222

Proposed vehicle emission standards are measured in grams of CO2 per ton-mile (g/ton-mile) and categorised by vehicle weight class The engine emission standards would be measured in g/bhp-hr and vary based on engine size and the type of fuel used.

The problem is, construction truckers often prefer tires that deliver excellent traction and chip- and cut-resistance and are willing to sacrifice some fuel economy for the additional reliability. Fennimore said some of the most popular open shoulder, deep lug vocational tires in the market may no longer be offered because they’ll be so heavily penalized under the new rules that they’ll no longer be viable.

In some cases, construction truck buyers will still be able to select an open shoulder drive tire with an aggressive tread pattern, provided they spec’ a fuel-efficient tire on the steer axle to neutralize the negative credits assigned to the drives. The goal is to gain enough credits on the steer position to offset any negative points generated by the drive tires, Fennimore explained. Better yet, a customer can choose low rolling resistance tires at every position and easily meet the new requirements, which may be viable if the truck is operated mostly on highway.

This complicated scoring formula will ultimately be up to the OEMs to administer.

Most new trucks leaving the assembly plant will have to be in a credit-neutral or credit-positive state. Manufacturers will be permitted to sell some trucks—a small percentage of their overall build— that don’t comply with the GHG14 standard, but it’s expected they’ll price those trucks higher to incentivize truckers to choose GHG14compliant vehicles.

“It’s really on us [to comply],” Fennimore said. “If we don’t sell enough GHG-compliant vehicles in a year and we’re short 10 vehicles, it’s on us to retrofit those vehicles and to force owners to change their vehicles to become compliant and to put us into a neutral state.”

Truckers wanting a W900L long-nose conventional with deep lug, open shoulder tires at every position, for example, can expect to pay a hefty premium for that truck since Kenworth can only sell so many non-compliant trucks in a given year. The same applies to all the other OEMs. David McKenna, director of powertrain sales with Mack, says the new rules basically make “de facto Sheriffs” of the OEMs.

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Canada’s GHG Emissions 200

Metric Ton (Mt)

150

100

Agriculture

Buildings

Emission Intensive Trade-Exposed Industries

Oil & Gas

Electricity

Transportation

0

Waste and others

50

Transportation is one of the largest sources of GHGs in Canada accounting for 22 per cent of total emissions in 2005.

“Our goal here at Mack is to make it transparent to our customers,” McKenna added.

Since the OEMs can’t earn or be deducted credits for any trucks sold into Canada or Mexico, manufacturers hoped Canada’s GHG regs would adopt an identical scoring formula as the U.S. rules.

That appears to be the case.

“In terms of how the OEMs will be treated or scored with regards to their compliance, in the meetings we’ve attended the goal from Environment Canada has been to harmonize as much as possible where it makes sense,” said Stephen Laskowski, senior vice-president of the Canadian Trucking Alliance (CTA).

While that approach is welcomed by the OEMs, Laskowski said the Canadian trucking industry wanted to see additional technologies such as automatic transmissions qualify for credits.

“Environment Canada decided not to go down that road because the Americans weren’t, and we don’t support that type of logic,” Laskowski said. “Nobody wants to see more of a burden placed on the Canadian sellers of equipment, but if we can get more credit for our GHG (reduction) contributions, we believe we should get it.”

Fortunately, the rules do account for the heavier loads Canadian truckers are generally allowed to haul. Fuel mileage will be tracked by ton-mile to equalize the playing field.

Besides selecting fuel-efficient tires, construction truck operators will barely notice the rules when they first go into effect in 2014.

While it’s the OEMs who will be required to administer the GHG programs and ensure their compliance, it’s not yet clear how legislators on either side of the border intend to enforce continued

compliance once a truck is delivered. For example, what’s to stop a construction trucker from spec’ing a GHG-compliant truck and then immediately swapping out the tires for an open shoulder, deep lug design that provides better traction at the expense of fuel mileage?

Nobody seems to have the answer to that.

“That is the question of the day,” Laskowski admitted. “When you read the U.S. rule, which is far more detailed in terms of enforcement, their general direction is that when a GHG-certified vehicle is delivered from the factory to the retailer and then to the consumer, it was EPA’s stated goal that the vehicle’s performance stays intact, meaning the equipment stays on-board. But how do you go about enforcing tires? That remains an open question.”

McKenna also questioned the EPA’s ability to enforce continued compliance once a truck is delivered.

“For the life of me, I can’t see how they’re going to audit this,” he said. “The trucks we build today, once they go out in the field, customers take fairings off, they lengthen the wheelbase…all that stuff impacts our original GEM (greenhouse gas emissions) models.”

This could also pose challenges for dealers, McKenna noted, who may take a GHG-compliant truck as stock and then modify it to a customer’s liking, inadvertently taking it out of compliance in the process.

Hopefully, said Laskowski, the intended benefits of the regulations will be significant enough that truckers won’t want to modify their GHG-compliant vehicles in the first place.

“If it is getting better fuel economy, why would the owner of the truck want to mess around with that?” Laskowski reasoned.

Benefits of new GHG regulations • L ifetime GHG emission reductions of 2014-2018 MY vehicles: 19.0 Mt • GHG emission reductions in 2020 compared to business as usual: 3Mt (equals 650,000 personal vehicles off the roads) • L ifetime net benefits of 2014-2018 MY vehicles: $4.2 billion (net present value), mostly through fuel savings • I ncreased vehicle purchase prices are expected to be recouped by fuel savings in less than one year in most cases • Manufacturers of new heavy-duty vehicles will be able to build GHG-compliant vehicles by incorporating currently available “off-the-shelf” technologies

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A TRUCKLOAD OF CHOICES

CaT CT660

if you’re in the market for a new vocational vehicle, the possibilities are nearly endless BY JaMes MenZies

t

ruckers have no shortage of models from which to choose, each available with a near limitless smorgasbord of options. But before you get down to the business of specifying your new ride, it’s important to choose a model that best suits your needs.

That’s where the fun begins. Here, you’ll find an overview of the trucks available from each of the OEMs that are best suited to the rigors of trucking.

CATERPILLAR The newest truck on the market is the Caterpillar CT660. The first of these trucks are just now being placed into service and by all accounts, drivers like them. The sloped front hood offers great visibility and the truck, with its set-back axle, turns on the proverbial dime.

The CT660 is Caterpillar’s first ever truck, and it takes its design cues from other Cat machinery. The front end, for instance, borrows from Cat’s 980K wheel loader.

Cat launched the CT660 last year initially with CT11 and CT13 engines (with 11and 13-litres displacement, respectively)

as the industry picks up, you may finally be able to set your sights on a new truck, built specifically to your liking. is there any better feeling than browsing through the truck brochures, spec’ing the options that are most important to you and knowing the truck will be built from the ground up just for you? but knowing Canadian customers have an unquenchable thirst for power, Cat came out with a 15-litre offering just this spring.

These engines are built on the Navistar design and don’t require selective catalytic reduction (SCR) exhaust aftertreatment. The new engine brings power options all the way up to 550 hp with 1,850 lb.-ft. of torque.

The CT660 is available with Cat’s own CX31 automatic transmission. It’s a fully automatic transmission with torque converter and Caterpillar claims it’s 5-8% more fuelefficient than the popular Allison automatic.

The CT660 is considered a premium offering and will cost a little more than some of the other options out there. The company plans to roll out a new CT680 set-forward axle version of the truck next year.

FREIGHTLINER Freightliner has recently revamped its vocational truck lineup to fill the gaps left with the departure of Sterling from the North American market. Last year it introduced two new severe-duty models: the 108SD and 114SD. The 108SD is a 108-in. BBC offering with 42-in. set-back axle position. Its bigger brother has a 114-in. BBC model available in either a set-forward or set-back axle configuration. The 108 comes with Cummins ISB or ISC engines with up to 350 hp and 1,000 lb.-ft. of torque while the 114 comes with the Detroit DD13 engine as standard with up to 450 hp and 1,650 lb.-ft. of torque.

The trucks were designed with a clean back of cab, allowing for a wide variety of

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12-10-12 2:24 PM

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© 2012 Earnhardt Ganassi Racing with Felix Sabates, LLC. © 2012 Navistar, Inc. Promotion is valid from May 18, 2012 through October 31, 2012. All transactions must be booked and funded by November 30, 2012. Financing powered by General Electric Canada Equipment Finance G.P. in Canada. Other restrictions apply. See participating dealer for details. For full terms and conditions of this promotion, visit www.InternationalTrucks.com/SettingThePace. *Based on Polk U.S. & Canada registration data, International® DuraStar®/4000 Series was the #1 selling class 6/7 model for the 20-year period starting January 1990 and ending February 2011.

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trucks

Western Star 4700

Kenworth T800

Freightliner SD

bodies to be installed with minimal interference. They also come with a stationary grille so front-mounted equipment won’t interfere with the opening of the hood. The new models have a lightweight aluminum cab.

If you want a heavier-duty vocational truck, Freightliner also offers the Coronado SD with a GVWR of 92,000 lb. and engine offerings of up to 600 hp/2,050 lb.-ft.

On the smaller end, there’s the M2 106 medium-duty dump truck with a GVW rating of 56,000 lb. and power ratings of up to 350 hp/1,000 lb.-ft.

International International has two trucks suited for heavy construction applications: the PayStar and the WorkStar.

The International PayStar is a heavyduty truck with extra strong 120,000-psi frame rails and a five-piece cross-member

system. It is built for the heaviest severeduty applications and is available as either a truck or tractor. The PayStar comes with International MaxxForce engines rated at up to 550 hp/1,850 lb.-ft.

The WorkStar is a versatile vocational truck available with a full range of MaxxForce power options from the smaller DT rated at up to 300 hp/860 lb.-ft. right up to the MaxxForce 13 rated at up to 475 hp/1,700 lb.-ft.

The PayStar features a lightweight aluminum cab while the WorkStar comes with a rugged steel cab. Besides Caterpillar, International is the only truck manufacturer whose engines don’t require SCR exhaust aftertreatment. This is advantageous in that it clears up frame rail space and doesn’t require the use of diesel exhaust fluid, but on the other hand SCR improves fuel economy to the tune of about 5 per cent.

The pros and cons of both emissions strategies should be considered when choosing a truck model.

Kenworth The T800, Kenworth’s most popular vocational truck, has celebrated an incredible milestone this year with delivery of its 250,000th truck. Fittingly, it was delivered to a Calgary oilfield services company; Canadians have always been fond of the T800.

The T800 celebrated its 25th birthday last year and of the quarter million that have been sold, Kenworth estimates 80 per cent are still on the road. It’s the durability and longevity of the T800 that make it a popular.

Kenworth has other options for construction applications as well, beginning with the Class 7/8 T440 for lighter-duty jobs right up to the classic-styled W900.

International WorkStar

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Test drive Volvo advantages at your nearest Volvo dealer, and visit us at volvotruckscanada.com

23-37_Trucks.indd 34

©2012 Volvo Group North America, LLC

12-10-16 3:03 PM

trucks

MACK Granite Heavy Duty

Peterbilt 367

These trucks can be ordered with Cummins or Paccar engines and a full complement of transmissions including manual, automated and fully-automatics.

The T800 has earned a reputation as being a true workhorse that will last for 10 to 15 years even in the most demanding applications. Truckers like it because of that long life and are generally willing to pay a little more for it as a result. Lightly used T800s are hard to find because their owners tend to hang onto them for a long time and run them hard all the while.

Mack Is there a brand of truck that’s more synonymous with construction than Mack?

What makes Mack famous within the industry is its ability to…well, keep on trucking. Go to any work site and you’ll see Mack trucks from the ’70s and ’80s still ably plying their trade.

Today’s top dog in the sector—as far as Mack is concerned—is its Granite model.

The truck is available in either a set-forward or set-back axle configuration.

The Granite is usually sold as a dump or

mixer truck but is also available as a tractor or with tandem axle.

The most recent addition to the family is the Granite Medium Heavy Duty, introduced last year. The MHD is designed for applications, including municipal, which don’t always require the heavy-duty spec’s typically found in a heavy-duty Granite truck.

Mack’s MP-series engines offer a full range of power and torque ratings and Cummins power is also available.

Owners looking for a little more in the way of styling can upgrade to the Granite Rawhide Edition, boasting an interior that’s a little more uptown. Some of the features included in the retro-looking Rawhide interior include: a brushed nickel dash, a leather-grip steering wheel and two-tone Ultraleather seats with stitchedin Rawhide logo. The exterior is enhanced as well, with bright-finish stacks featuring 7-in. chrome Bullhorns and a bright-finish grille surround.

Peterbilt The Model 367 is Peterbilt’s answer to most construction applications. It features

a 123-in. BBC and a long-length hood to house high horsepower engines and a large, robust cooling system with 1,438 sq.-in. radiator.

The 367 comes with either the Cummins ISX15 of Paccar’s own MX engine, which next year will include a 500 hp/1,850 lb.-ft. offering able to handle loads grossing up to 140,000 lb. For now, the ISX is the engine of choice for heavy applications. It’s rated up to 600 hp/2,050 lb.-ft.

The 367 comes with an aluminum cab and is available in a set-forward or setback axle configuration.

If you’re looking for a smaller work truck, the Model 365 features many of the same options in a smaller package with a 115-in. BBC. Engine options include the Paccar MX and Cummins ISL9.

Still too big? The Model 348 is available for lighter-duty vocational applications with the Paccar PX-6 and PX-8 engines as options. This truck can be spec’d

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trucks

Additional reading The editors of Truck News, On-Site’s sister publication, have had the chance to climb behind the wheel of many of the trucks included in this report. If you’d like to read more about any of the models we’ve road tested, check out the following reports, all available on trucknews.com: Cat CT660 First impressions behind the wheel Freightliner SD108/SD114 Freightliner expands vocational line to fill Sterling’s void International PayStar Test driving the International 5600 SBA construction dump Kenworth T800 Bucking the trend: In an era of slippery trucks, the T800 stays true to its roots Volvo I-Shift The I-Shift shines in Sweden: Think your application is too severe for Volvo’s automated mechanical transmission? Think again.

Volvo VHD

Western Star 4700 Western Star shows off new 4700, adds tractor version

as either a Class 7 or 8 with a GVW rating beginning at 35,000 lb.

If none of the above meet your power requirements, the traditional models 388 and 389 are available as day cabs with 123-in. and 131-in. BBCs respectively.

VOLVO Known mostly for its highway tractors, Volvo also produces a rugged VHD vocational truck as well as a VHD 430 with sleeper cab for overnight jobs.

The VHD boasts a spacious cab with ample room between the seats to enhance driver productivity and provide plenty of storage. Volvo has focused on soundproofing and insulating the cab, including the doors, which are double-sealed to keep out water.

The VHD was built with dependability, maneuverability and payload capacity in

mind. It’s designed to handle crowded work sites, extreme weather and rugged terrain. The VHD 430 comes with a 41-in. flat roof sleeper berth for applications that are too remote for a day cab.

Both models are powered by Volvo D11 or D13 engines with 325-500 hp and 1,2501,750 lb.-ft. or torque. A spec’ that’s unique to Volvo is its own I-Shift automated manual transmission. The I-Shift shines in onhighway applications but the company says it’s equally capable of even the most challenging off-road jobs. In fact, outside North America the transmission is widely used in logging and construction applications.

WESTERN STAR Western Star has always been popular within the Canadian construction industry.

It has a full range of offerings for this segment, starting with its newest model the

4700 in the ‘Baby 8’ segment right up to its extreme duty 6900 for heavy off-road operations.

In between, you’ll find the 4800, which is a new name for an existing model. It was formerly the 109-in. BBC version of the 4900, but it was recently removed from that family and given its own designation.

Western Star trucks fall into the premium category and will cost more at the outset with the promise of maximum uptime and long service life. Western Star trucks feature galvanealed steel cabs—no aluminum or rivets—which the company says provides better protection against damage and corrosion. The cab undergoes a 17-stage e-coat process for further protection and a nice paint finish.

Cummins and Detroit engines with a full range of horsepower and torque ratings are available.

36 / October 2012

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DEMOLITION

Cut Making the in Canada s Demolition Industry

i

By David Godkin

t’s a moment Ryan Priestly dreads every time he does a job like this. Peering down through the windshield of his high reach excavator, carefully leaning into the controls and inching the collapsed concrete slab below him upward—the sight of a pant leg or a dress comes into view.

It almost always ends this way and is something the owner of Priestly Demolition Inc. of Kettleby, Ont. says demolition equipment operators never get used to.

“That’s the part that sticks out, when you actually find somebody. It gives you a lot of respect for the people who do it all the time like the fire department and the police department. But you know it’s tough for everybody.”

Here in Elliot Lake, people are still traumatized by the collapse of the Algo Centre Mall roof parking lot on June 23 of this year, which left two mall employees dead. After receiving the emergency call at 1:45 a.m. that morning, Priestly’s crews spent 15 hours hauling a 90-tonne demolition excavator—piece by piece—up the TransCanada Highway to the collapse site. For the next 30 hours, fuelled mostly by adrenalin and the thought of someone alive beneath the wreckage, Priestly applied everything he knew about collapsed buildings, a task complicated by the fact that this collapse hadn’t happened at the edge of the building.

“It happened inward of the building. And of course it wasn’t just the building that collapsed; it was a parking garage, so the

38 / October 2012

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DEMOLITION

Priestly Demolition crews tearing down pieces of Maple Leaf Gardens.

You keep moving, but trying to keep moving at a safe pace. There’s members of the police and fire rescue teams all around you so the last thing you want to do is have an accident. problem is the slabs of the parking garage were big thick concrete.

And then we had to lift these precast concrete slabs off the people in the collapsed area.”

Priestly’s first task, once the excavator’s counter weight and boom were assembled and hydraulic shear attached, was to tear down a section of building approximately 80-ft. high by 90-ft. long and 30-ft. wide outside the collapse. At the very centre of the collapse, an area about 60 ft. by 30 ft., the real work began; delicately lifting each slab and piece of debris. Priestly said his crew couldn’t just go in there and start ripping it apart. He had the voice of the search and rescue expert crackling in his head phones. “‘You keep moving, but trying to keep moving at a safe pace.

There’s members of the police and fire rescue teams all around you so the last thing you want to do is have an accident.’”

Concern about safety naturally extends to his own crews whether at Elliot Lake or in the scores of heavy industrial projects at mine sites, paper mills, car, steel and cement plants that Priestly Demolition has taken on. Engineer-stamped demolition plans, proper

equipment maintenance and training all play a role in keeping people safe in demolition. The key, says Priestly, is showing every structure immense respect.

“Don’t get greedy. Otherwise you can bite off more than you can chew and the next thing you know you have an uncontrolled collapse.”

PREPARATION IS EVERYTHING… Richard Wayper doesn’t pull his punches. “Planning, the up-front piece [in any demolition] is a very delicate balance and it’s usually the reason why projects are wildly successful or wildly unsuccessful,” says the vice-president of Northwest Demolition and Dismantling of Tigard, Ore. Wayper has overseen demolition and environmental cleanup on high-risk sites such as: chemical and chemical weapons facilities; nuclear power plants and airport control towers in Canada and the U.S. He says a common mistake owners make is not involving everyone—engineers, site supervisors, local contractors—in early stage planning, i.e. long before a high reach excavator takes its first bite out of a plant building or bridge.

“Six months later you find out that if you’d had the people around the table who actually do demolition every day for a living they’d be able to say, ‘You know what, we can’t do that because there’s a big bin of hazardous waste in the corner’…The best run projects are the ones where there’s a suitable amount of planning up front,” says Wayper.

In February, Northwest Demolition began taking down an aluminum smelter in Kitimat, B.C.—Rio Tinto plans to replace it

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DEMOLITION

later this year with a new state-of-the-art smelter. “[It is] a very significant project,” says Wayper.

It will employ a fleet of excavators fitted with a variety of shears, hammers, grapples and buckets to demolish the elevated bulk conveyors as well as thousands of tonnes of concrete and structural steel within 50 different buildings (some of them 120-ft. high).

“It’s a big structure, a complex project, with a close to $3-billion capital project coming right on its heels,” adds Wayper. “So it’s a very aggressive schedule.”

One piece of equipment that has historically been used to meet aggressive demolition schedules is the wrecking ball. And while Wayper says the rumoured death of the wrecking ball is grossly exaggerated (his company continues to use them on high buildings), another approach to demolition is fast disappearing. Companies are less inclined to undermine a building at its base because of how tricky it is to control the manner and direction in which it falls.

“There have been several recent fatalities in our industry and they’ve been predominantly through people undermining buildings and having them behave in an unexpected way,” he says.

Instead, demolition firms prefer demolishing a building from the

Demolition firms prefer demolishing a building from the top down, in smaller manageable pieces.

top down, in smaller manageable pieces, says Wayper. His company also spends a lot of time and effort ensuring its people have the right skill sets to operate the high reach excavators necessary for this work. “You’ve got this big lever up in the air and it doesn’t take a lot for them to fall over, but if handled correctly they really improve the safety on a project,” he says.

You supplement good operator skills by making sure the equipment you purchase has the necessary power and safety built in, Wayper adds.

IT’S NEVER “SMASH AND DASH”...

Pulling down a four-storey department store may not be as dramatic as the rescue operation in Elliot Lake or tackling a nuclear power plant, but commercial demolition comes with its own sets of problems. Particular care must be taken to protect the public from falling debris and dust for one thing. For another, no one wants a 90-tonne demolition excavator punching holes in their wall in the middle of a business day. It’s a scenario that is particularly worrisome to commercial mall owners with a bevy of businesses to protect.

A case in point: Charlottetown’s Holman Department Store built in 1924 and demolished in 2009 to make way for the new 10-storey Holman Grand Hotel. Richard McGuigan calls the demolition a “strategic” job that required his company, Bulldog Demolition, to very precisely “unhook” the older building from the adjacent mall structures,notably the Bank of Nova Scotia building. The problem, McGuigan says, started with the original building methods for the mall.

“In those days, all they did was put some trusses across into the brick that page 43

ST

40 / October 2012

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DEMOLITION

from page 40

Particular care must be taken to protect the public from falling debris and dust.

belonged to the guy next door and then put another wall on the next one—and in one case, they didn’t even do that: they just put studs across from one building to the other.”

In this instance, Bulldog cut away the store’s walls from the buildings surrounding it. On jobs like this McGuigan is also careful to position spotters at the perimeter to watch for any sign that the wall is falling outward instead of inward and for any unexpected movement of adjoining walls. It’s a tricky job, in tight quarters, requiring enormous precision and patience on the part of the equipment operator.

It’s because commercial demolition operators work in such small spaces that many advocate the use of equipment with zero-tail swing. One of them is Jamie Wright, product manager for Terex. He says zero-tail swing machines cause less damage to both the peripheral structures and the machine, because the machine’s movements are contained within its tracks.

“With tighter, more-restrictive housing developments preventing the use of traditional compact excavators, the zero-tail swing models work well with contractors’ other equipment for more productive overall job site performance,” says Wright.

Tom Connor is not so sure. The product specialist for Bobcat questions whether the access you gain employing zero-tail swing excavators is worth the lift capacity you give up. He also says many manufacturers claim their new machines have zero tail swing, when in fact, up to five inches of tail swing are plainly visible. It’s a distinction, Connor says is not fully understood or appreciated by all customers.

“Most of them are not zero tail swing, especially when you get into these four- and five-tonne machines. The majority are minimal or compact tail swing.”

Every bit as important as the machines you use on a job site is job site clean-up, something Wayper tells us is not done indiscriminately. Gone are the days when what remained of a demolished building ended up in a landfill. “More and more today the emphasis both environmentally and commercially is separating the G-rock from the piping and the steel from the concrete for re-use later on,” he says.

Not the most exciting part of demolition, Priestly agrees, but necessary and lucrative.

“You go to one of our demolition sites and it’s like a mini-scrap yard or mini-concrete recycling yard. It’s a very important part of the job.”

However you cut it, everyone agrees that operating a demolition business today is a multi-faceted proposition, from the salvage provisions built into your demolition contract to the power and access capacity of your machines. And the truth is, says Priestly, we often learn as much from taking structures down as we do putting them up.

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

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COVER STORY

Hot iron

By Jim Barnes

C

ontractors pride themselves on managing risk… except for one. Despite the value and importance of their machines, many leave themselves exposed to thieves and accept the occasional loss as part of the cost of doing business.

It is an expensive problem.

Some $400 million worth of equipment was stolen in 2010 in the U.S., according to the 2010 Equipment Theft Report published by the National Equipment Register (NER), Jersey City, N.J. As little as 19 per cent was recovered. Those losses do not include project delays, rental of replacement machines, lack of productivity, increased insurance premiums, penalties and other costs.

According to the 2009 Construction Theft Survey published by Boomerang Tracking Inc. in Canada, 46 per cent of respondents reported a theft on their job sites and some 63 per cent of stolen equipment was never seen again.

Stolen steeli

Do thieves think you are an easy target?

Why is it such a big problem? Thieves work on a strict risk/reward strategy, and construction machinery is good business.

The stolen item is valuable, possibly worth hundreds of thousands of dollars. “The strange thing is that across Canada, the number of thefts is coming down. The problem is that the value of the equipment being stolen has increased greatly,” says George Kleinsteiber, equipment theft consultant, Ontario Sewer and Watermain Construction Association (OSWCA), Mississauga, Ont. That is a sign of growing professionalism among thieves. “It is more prevalent in the major urban areas. You’re finding bolder thieves that come prepared with trailers,” notes Tim O’Brien, brand marketing manager, Case Construction Equipment.

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COVER STORY

Another factor is police cutbacks, according to Kleinsteiber.

“Many of the police agencies have disbanded their auto-theft units… very few police forces are devoting resources to investigating construction equipment theft rings.”

Police and courts lack the resources and expertise to pursue these crimes aggressively. Thieves know they are unlikely to be caught, let alone serve a significant sentence for a crime that did not involve violence.

About the only bright spot is the fact that the Canada Border Services Agency has started to

The experts suggest: • Keep records of all your equipment, including photographs.

• Make sure your employees understand how to secure machines properly.

• Register the machine with the manufacturer and organizations like NER, now active in Canada.

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Secured excavator on the Leslie Street Spit in Toronto.

scan containers in ports in Montreal and Halifax before they are shipped abroad. Officers have recovered 476 vehicles worth some $14 million, according to CBSA. The final enticement to thieves is that many contractors do not protect their equipment. The 2009 Construction Theft Survey revealed that: Only 59 per cent of owners keep records of their equipment.

40 per cent fence in their equipment.

Eight per cent have an alarm on their equipment Six per cent have a tracking or recovery device.

Most of the experts we talked to for this research said that doing practically anything in terms of securing your equipment will make you a tougher target than the guy down the road.

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12-10-12 12:06 PM

Photo: George Kleinsteiber

Photo: CASE Construction Equipment

COVER STORY

(Left) A coded touchpad avoids the risk resulting from using a single key to start all your machines.

(Right) Investigators found this backhoe in a container, ready for shipment.

• Good fences, cameras, lighting, dogs and security patrols are strong disincentives to thieves.

• Work with the police. Find out whether you are operating in a theft hot spot. Ask for police patrols to swing by your site occasionally.

• Immobilize the machines. “With backhoe loaders, for example, they might use stabilizer locks. Other devices will lock the steering wheels, like they do on automobiles,” says Bill Sauber, manager of Remote Technologies, Volvo Construction Equipment, Shippensburg, Pa. • Locking a machine down when it is not in use is an inexpensive, effective strategy, says O’Brien. “Make sure your compartments are locked. Lockable compartments make the machines easily accessible for maintenance, but difficult to access for thieves.”

• Bigger machines like bulldozers are hard to steal. Use them to block gates or obstruct smaller machines. Park machines to limit access, and so you can quickly see if one is missing.

• Use a vandalism protection kit. Besides protecting the glass, it limits access to the cab, says O’Brien.

• Turning off the battery actuator switch will make the machine impossible to start. “It’s a poor man’s anti-theft device. Without the key, you can’t start the machine,” says Chris Giorgianni, vice-president, product, JCB North America, Savannah, Ga.

Locking is keyi Lock your machines when you are not using them. “Keying has been a hot topic for a long time,” says Sauber. “Any time any manufacturer has tried to use different keys in a key system, the fleet owners have protested.” They question whether the risk of theft balances against the inconvenience of hunting up the right key for a machine, he says.

A number of manufacturers supply systems that recognize key codes, constraining the use of the machine in terms of location or times of use. One example is a sealed switch module that is available for some John Deere machines. “The SSM enables customers to

set up security codes that must be entered before the machine can be operated,” says Paul Garcia, product manager, John Deere WorkSight Solutions.

Some Case machines have keyless starting, says O’Brien. The machine is protected by a four-button touchpad that lets the owner set security codes to keep machines safe.

In recoveryi A telematics system, which normally provides a variety of useful data on machine condition and usage, can serve as a sophisticated recovery tool.

Geofencing is a common function. “If you’re in an area that has a high theft rate, or you just don’t feel right about leaving your equipment, set a curfew or geofence around that area. This will allow you to get alerts in real time when a thief is attempting to steal the unit,” says Garcia.

“The electronics on the new machines make them more difficult to steal and make it almost impossible to hide that fact when it happens,” says Sauber. One Canadian customer recently bought a used machine, he explains, and he wanted it connected to his CareTrack system. The CareTrack unit hooks into the CANBUS system on the machine so it can communicate with the various electronic control units (ECUs) on subsystems, like the engine, transmission and climate-control systems.

When everything was connected, they were in for a surprise. It turned out that the machine had ECUs from at least two other machines in it—some of which had originally been sold in Africa. “We couldn’t even tell what machine it was, except by going in looking at the stamped number on the frame,” says Sauber.

Technicians were able to consult the Volvo database of identification numbers to identify the components that were involved. The incident highlighted the power of machine electronics, as well as the global nature of machine sales.

In another case, a demo machine was stolen from a customer’s job site, and the dealer had not yet activated the telematics package, says Sauber. “I jumped online and activated the machine. It

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COVER STORY

configured and started reporting in about two and a half minutes.

By looking at the GPS System, I was able to give them the actual street address where the machine was located.”

Other major suppliers have comparable technology. For example, Deere’s JDLink system locates machines not just in North America but anywhere the system has coverage. JCB’s LiveLink enables an operator to determine a machine’s location and shut it down remotely. “If a machine is stolen or is started after hours or leaves a predefined area, you can be emailed an alert,” explains Giorgianni.

Case has configured its CANBUS system to support a variety of telematics solutions.

The ROI is impressive. When you buy insurance, you usually get a discount if you have a telematics system installed, says Sauber.

“The technology is well-recognized and almost all insurance companies now offer healthy discounts for insurance on theft if telematics are used.”

Jammin’i Cellular and GPS jammers seem to be winning interest from thieves.

“I bought a jammer in England, toAM see whether it worked or SMSPRT12_156-hr.pdf 1 9/11/2012 just 7:54:20

PERFORMANCE, VISIBILITY & COMFORT

Only 59 per cent of owners keep records of their equipment.

not. It worked really well,” says Kleinsteiber. The downside is that the jammer has to be near the machine and turned on constantly.

GPS and cellular technology is evolving in response, but that does not help if you have an older system.

Lojack Canada, which recently introduced a system specifically for construction equipment called Lojack C, welcomes jamming attempts, says Kevin Joy, general manager, Lojack Canada, Montreal.

The system operates on a unique radio frequency. “There’s nothing else on that frequency… We actually welcome it when somebody has a jammer going. It’s like a beacon saying, ‘Hey, here I am! I’m stealing something!”

Lojack C is essentially a ruggedized, self-powered radio with a high-powered signal that can penetrate some structures and containers. It is installed in a hidden location and lies dormant until you report it stolen. Then a broadcast signal actuates it and it starts to emit a radio signal that the firm’s towers and investigators use it to track the machine’s position.

The math is convincing. If telematics or another recovery system deters thieves from taking your machines or helps recover them, they will have paid for themselves many times over.

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There is a correlation between investments in productive machinery and maintenance and investment in security. “When I visit a customer who owns equipment that’s worth stealing and is looking after it properly, I usually see a yard that is well-lit and well secured, with security cameras and decent fencing,” says Sauber.

The good news? “If you put up the slightest defence, most thieves will walk away and go someplace else,” says Kleinsteiber.

Contractors have to worry about a thousand things a day, says Giorgianni. Theft proofing means there is one less. “It’s that peace of mind of knowing that when you open the window in the morning and look out, your machine is still going to be there.”

A k

W T a a

L

smsequip.com Jim Barnes is a contributing editor to On-Site.

V

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Volvo Construction Equipment 45-51_Big Iron.indd 51

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Photos: Government of the Northwest Territorries

BRIDGES

Bridge over icy waters

By Andrew Snook

52 / October 2012

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Photos: Government of the Northwest Territorries

BRIDGES

T

Crews battle Great White North to build permanent crossing over Mackenzie River

he Deh Cho Bridge is scheduled to open this November in Fort Providence, N.W.T. on Northwest Territorries Highway 3. The twolane, 1.045-km cablestay bridge will offer residents their first year-round access across the Mackenzie River. It replaces the Merv Hardle ferry, used to transport people and goods over the summer months, and the Mackenzie River Ice Crossing, used over the winter months whenever possible.

Although the bridge is expected to get only 400 vehicles a day, it will be a vital link for residents in the area, as well as companies moving goods or operating mines in the area, where approximately 11,000 fuel loads are transported every season.

Toronto-based Associated Engineering currently manages the project and Ruskin Construction of Prince George, B.C. is the prime contractor.

Contractors and engineers working on the $202-million project have encountered their share of challenges since major construction began in the spring of 2008—the bridge’s icy and remote location; lack of sunlight; and a few other unexpected events.

Construction crews had approximately five hours of daylight to work in throughout the winter months.

Logistics Fort Providence’s outlying location and small airport, which only handles light planes, created some start-up challenges for the contractor. Since the project is not located near a particular logistics railhead or airhead, the contractor had to set up camp in an isolated area, fly or drive in all logistics support and set up communications via satellite to get the infrastructure ready for the construction site, according to Kevin McLeod, director of highways and marine services for the N.W.T. Department of Transportation.

Coordinating transportation of the bridge’s components required serious strategic planning. The components were built throughout Canada, the U.S. and Europe, including the steel substructure being fabricated in New Brunswick; the steel truss in Quebec; the deck panels in B.C.; the expansion joints in Switzerland and the staycables in England.

Associated Engineering’s Leslie Mihalik, project manager for northern infrastructure, says various quality procedures were put in place to help prevent delays, including the assembling of the truss in Quebec in a trial fit.

“Given all the challenges with the site—the short summer period and how difficult things would be—we considered it important to assemble the structure elsewhere first, to make sure that everything fits.”

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BRIDGES

A narrow, temporary timber deck was placed on the steel truss during the installation of the cables. The cables, 12 per tower, had to be laid out on the timber deck in front of the crane and could not rub against any other components.

McLeod says the project could be delayed for up to 10 days if the contractor was missing a part or a piece of equipment, which leaves little room for error given the short construction season. The work was on going throughout the winters, but the summer months needed to be capitalized on for the increased daylight and warmer working conditions. The weather starts to get cold in October, doesn’t warm up until May and workers only have approximately five hours of daylight to work in throughout the winter months.

“We’re coping with a severe weather environment in a logistically challenging part of the world,” explains Ruskin president Jim Basha.

COMBATING THE COLD

Construction on the Deh Cho Bridge began in the spring of 2008.

Change in management The Government of the Northwest Territories (GWNT) assumed management of the project and its debt in March 2010, after lenders issued a notice of default against the Deh Cho Bridge Corporation that had signed a contract with the GWNT’s Ministry of Transportation in September 2007, to design, construct, finance and operate the bridge. The original lead contractor, Atcon Construction, was removed from its management and coordination of on-site work in the summer of 2009, due to failure to remedy several notices of default. Ruskin Construction Ltd., the primary sub-contractor responsible for the bridge’s construction to that date, signed a contract to take over as the lead contractor in March 2010.

Associated Engineering is currently managing the project with Infinity Engineering Group as the project’s design engineer.

Ruskin has had a crew of 60 skilled tradespeople working on site since 2008; and even the best workers are slowed down by the area’s harsh winter weather.

In addition to being supplied with top-notch winter gear, such as special goggles and face masks, various safety precautions are in place throughout the job site to protect the workers from over exposure and exhaustion, including: 10-minute breaks in warming sheds every hour once the weather hits -30C; temperature and wind monitoring; and upgraded meal plans. McLeod says the extreme cold can affect efficiencies on the job site by as much as 40 per cent.

The equipment also needs to be well prepared for the cold.

“Nowadays, Canadian machines have arctic packages, synthetic oils, heating blankets for sensitive machinery,” McLeod says. “[Ruskin] had folks dedicated to keeping machines warm and fuelled. Even at -45C, it doesn’t take long for a piece of equipment to start freezing. An awful lot of attention and care was taken to make sure the machines were well taken care of… the most important aspect is to be prepared and respect the cold.”

The cranes had some modifications done to them to deal with the impact of high winds; and equipment that relied on hydraulic systems weren’t used below certain temperatures as a safety precaution.

Design dilemma Although the bridge is technically a cablestay, Mihalik says it can be classified as a hybrid.

“It’s a cable-supported truss essentially, which makes it unique,” he explains. “It’s an uncommon type of structure.”

Mihalik says new truss structures are uncommon nowadays since they are very labour intensive.

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BRIDGES

When the original design, build, finance team was removed from the project (see “Change in management”), a large number of consultants and an engineering firm were brought on site to p erform assessments of the bridge.

“One of the biggest challenges was just to facilitate all the communication and to make it all work in unison,” says Mihalik.

“Like a lot of small gears working in a big machine.”

In the end, there was some remedial work that needed to be done, including readjusting the piers.

“They didn’t match the bases properly and so we basically had to have a retrofit design done; and the piers had to be jacked up and strengthened in order to get up to an acceptable level,” says Mihalik.

Construction challenges

The Deh Cho Bridge will replace the Merv Hardle ferry in the summer

The bridge was launched from both sides, and given the size of the months and the Mackenzie River Ice Crossing during the winter. structure, performing the connection between the two sides was no easy task. location, the beams move closer/further to each other.”

The width of the structure also created a few issues related to Despite extreme temperatures, short days and new ownership, the installation of the cables and the bridge’s 278 deck panels. paving of the bridge began in September and is expected to be The concrete deck had not yet been installed, so the contractor complete in early October. Come November, motorists will be able had to install a narrow, temporary timber deck on to the structure. to enjoy a scenic drive over the icy waters of the Mackenzie River.

This created some challenges for the crews putting the cables in place.

“They had to walk the cranes out to do the Introducing work,” explains Mihalik. “They sort of leapfrom frogged across to the towers to get the cranes there and then install trays to run the cables down, in order to lay them out and lift them up.”

The cables, 12 per tower, had to be laid out on the timber deck in front of the crane.

They have a protective coating that could not be rubbed against any other component.

“You can imagine how much the crane movement would be restricted once some of the cables have been installed,” says Mihalik.

“It made for some delicate cranework.”

One unique challenge crews and designers had to overcome were the temperature ranges occurring during construction, which had to be accommodated into the design within the expansion joints. Mihalik says sunlight would Fully-Integrated Construction shine on one part of the bridge for most of the Apps That Handle Real Work day, creating a large temperature range inside the structure that causes some movement dur Time cards  Job site photos & notes ing construction.

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SOFTWARE

By Jacob Stoller

I

How to assess the real costs of your next software project

t is ironic that construction companies that meticulously track their job expenditures often manage their own IT projects with little idea of the costs they are incurring. As a result, they frequently decide on acquisitions where the costs significantly outweigh the benefits of the software being implemented. The difficulty is that vendor proposals tell only part of the story.

“There are hidden factors that a lot of people don’t think about,” says Sheldon Needle, president of CTS, a Rockville, Md.-based firm that advises companies on software selection.

These hidden factors are, for the most part, internal; and because of their complexity, difficult to quantify. However, by understanding where the major costs are, organizations can better determine whether a software investment is realistic. Here are the five areas where significant costs are most frequently overlooked: 1. IT labour: Time spent by internal IT personnel represents the largest IT cost for many companies. Usually this is considered too complex to quantify, and consequently, many companies ignore it. Andy Woyzbun, senior analyst for London, Ont.-based InfoTech Research, recommends companies establish a standard hourly rate for IT based on the average salary. “A standard rate will give you a much better sense of costs than simply ignoring it,” says Woyzbun.

2. End-user labour: Supporting a software application is not just IT’s problem.

Administrators, estimators, project managers and other employees will often have to commit additional time and effort in order to realize the benefits of a new software package.

“To be able to run a software system requires a lot of discipline,” says Needle.

“You have to input the data on a timely basis—and accurately, so that people can rely on it. That’s not something you can take for granted.”

As with IT labour, establishing a rule of thumb for what an employee’s time costs the company and applying that on an approximate basis is not a perfect method, but it’s better than simply ignoring that cost.

3. Hardware: New software can require significant upgrades to servers, storage, networks, and in some cases, wireless infrastructure. Upgrades often lead to chain reactions where other systems have to be upgraded to maintain compatibility, and this can cause maintenance and support costs to spiral.

Even when significant upgrades are not required, Woyzbun suggests companies should attach a cost for the used capacity of existing systems based on their existing operating costs. “No project is free in terms of machine capacity and storage,” says Woyzbun. “You should have a cost of equipment capacity that is the same regardless of whether you have to buy new equipment or not.”

4. Additional IT capabilities: Having to support a new class of technology may involve acquiring additional skill sets in the IT organization. For example, implementing an application that uses a MS SQL database might require hiring a network administrator.

Skills to support the latest technologies are often in high demand, and can be expensive to acquire. Also, adding new technology to the company network makes trouble-

shooting and user support more difficult.

5. Change management: People frequently forget that the business process improvements that software helps realize, require people to change the way they work. Adequate training for not just IT people, but each employee who works with the software, is a bare minimum requirement. The cost of the training and employee’s time need to be considered as part of a project’s cost.

Training, however, may only be the tip of the iceberg when it comes to the real cost of changing a business process; particularly when it involves core activities such as: bidding on contracts, billing customers, or tracking project costs. If the software is tracking additional information that was ignored in the past, it might be necessary to instill a culture change; where people have to adopt the discipline to watch and track information on a regular basis. “When all that’s going on, people’s time is going to be absorbed,” says Needle. “They are not going to have time to do their regular jobs to the same degree as before. That’s a soft cost, but it’s a real cost all the same.”

Determining the real costs of a software implementation is not an exact science— there will always be gray areas and a significant amount of uncertainty. However, if construction companies consider their costs in the above areas, using rough estimates where necessary, they will be way ahead of the pack.

Jacob Stoller is principal of Toronto-based consultancy Stoller Strategies. Send comments to editor@on-sitemag.com.

56 / October 2012

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October 2012

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12-10-12 12:14 PM

RISK

By David Bowcott

Aligning risk perception and reality

I

deas with Paul Kennedy is a show put on by CBC Radio, and in mid-September they aired a two-part series on risk.

The first part of the series focuses on how decisions are made based on the individual’s perception of risk, relative to perceived benefits derived from taking the risk. In particular, the episode focuses on the works of Paul Slovic, founder and president of Decision Research and a professor of psychology at the University of Oregon.

Slovic is a leading researcher in the field of risk perception, and more specifically, how human beings tend to rely on impulsive visceral reaction, or feelings, when making decisions about taking risk, than the analytical data associated with the risk.

This concept is better illustrated by looking at the graph below: The graph is a psychometric plot of various hazards and illustrates the public’s perception of these hazards based on two criteria—how much they dread the hazard and how familiar they are with the hazard.

You can see the public is much more willing to take risks, based on their perceptions, which fall within the lower left hand quadrant (known and low dread). Whereas the risks in the upper right hand quadrant (unknown and high dread) are not risks the public will likely take on. What is interesting, is when you plot the same hazards using the perceptions of risk from a group of experts, the results are very different. The experts see the hazards as being much lower based on their extensive experience and their significant time spent analyzing the risk. Their perception is founded on analytical studies of the hazard, versus their initial visceral reactions. The public often does not invest the time to understand the true nature of a hazard, so they are fuelled by their perception of risk from very short, sometimes shocking, memories of risk. A recent example of this is the risk of “stranger danger.” These days, parents tend to keep their children indoors for fear of strangers abducting them when they are out on the

Selected Hazards Ranked in the Psychometric Framework Unknown Microwave Ovens Electric Fields

Radioactive Waste

Water Chlorination

Nuclear Reactor Accidents

Asbestos Insulation Uranium Mining Caffeine

Asprin

Low Dread Power Mowers

Nuclear Weapons Fallout

Fossil Fuels Coal burning

Vaccines Auto Exhaust (CO2) Large Dames

LNG Storage and Coal Mining Transport (Disease)

High Dread

streets by themselves. Are parents making these decisions based on evidence, or are they exposed to more shocking stories about child abductions than previous generations?

Abduction statistics are not on the rise; so the public’s perception of risk is not aligned with reality when it comes to this hazard.

Slovic’s work clearly illustrates effective communication of risk to third parties that are not as familiar with the risk is vital to obtain best terms from those parties. To relate this to the construction industry, we have several stakeholders involved in every project. The initial stakeholder is the owner, or the supplier of the equity. The equity reaches out to design and construction partners and in parallel the owner, depending on the structure of the project’s financing, will reach out to debt partners. Furthermore, the contractor (and sometimes the equity and/or design) will reach out to subcontractors and suppliers. Finally, once the project is near completion, the equity will reach out to operations contractors, subcontractors and suppliers (either their own forces or outsourced). Each of these stakeholders has a perception of the risks associated with the project. If that perception is guided by lack of experience and analysis, your project will likely cost more to execute or could even be prevented from moving forward.

You must find ways to more effectively communicate your project’s risks to all stakeholders. This means having a sound methodology for assessing and treating risk; including understanding key risks facing your project and having extensive knowledge of all available treatments or solutions. Only by employing a full arsenal of risk management solutions can you be assured your project is carried out most efficiently.

Downhill Skiing Bicycles

Coal Mining Accidents

Motorcycles

Commercial Aviation Fireworks

Auto Accidents

Handguns

Known

58 / October 2012

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David Bowcott is senior vice-president, national director of large/strategic accounts, AON Reed Stenhouse Inc. Send comments to editor@on-sitemag.com.

SOURCE: Paul Slovic (1987)

12-10-11 5:20 PM

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

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12-10-16 3:01 PM

CONTRACTORS & THE LAW

By Matthew Swanson & Krista Johanson

A

Preparing for delays

major challenge for all parties involved in a construction project is managing the schedule.

Delays, if they occur, can result in increased expenses, compromised profits or other losses.

Where there is delay, compensation may be available. However, because delay claims are sometimes viewed with suspicion, compensation claims must often proceed to litigation, which is costly, time-consuming and uncertain. Therefore, owners and contractors who contemplate making a delay claim, or who are faced with the prospect of defending one, should be familiar with the key elements of such claims.

What is a compensable delay?

Whether a particular delay can form the basis of a claim depends on the terms of the contract and the nature of the delay. Generally speaking, to be compensable, a delay must disrupt the progress of the project or an aspect of supply to it, such that an extension of time is required. A merely ‘troublesome’ delay is insufficient. The delay must normally affect the project’s critical path. Common examples include: late performance of contractors, late supply of materials and design changes.

It’s important to note that parties to construction contracts can try to limit the types of compensable delays. One mechanism for limiting or excluding delays is a “No Damages for Delay” clause. Such a clause prohibits parties from seeking compensation for delay, while still allowing extensions of time. No Damages for Delay

clauses may be broad, excluding from compensation all types of delay, or they may be limited to certain instances of delay. One common clause prohibits seeking compensation for delays caused by extreme weather, natural disasters (such as floods or earthquakes), labour strikes or acts by governmental authorities.

A contract may also include a provision requiring a party to give notice of its delay claim within a certain time period.

Providing notice may be a pre-condition to making a claim, such that a failure to give notice may preclude the claim.

Proof of a delay claim includes not only proof of the delaying event, but also the direct and indirect costs that were incurred as a result.

Proving or defending a claim requires good evidence and analysis As with any claim, it’s the party who advances the claim that has the onus of proving that there has been a delay, and that such a delay is compensable. Proof of a delay claim includes not only proof of the delaying event, but also the direct and indirect costs that were incurred as a result.

One of the first steps in advancing or defending a claim involves gathering all of the relevant construction schedules, including preliminary schedules, revised schedules and as-built schedules. Other project records should also be compiled,

including: labour records, site diaries, minutes of site meetings, invoices for delay-related costs and any correspondence related to the alleged delay events.

Once the schedules and project records have been compiled, they must be analyzed, often by a delay claims consultant, so as to determine whether an alleged delay event has affected the project. The claimant will have to establish that the events of delay have caused compensable losses, such as: increased financing costs; increased bonding costs; loss of profit; productivity costs and/or additional overhead. That said, in some instances, the parties will have lessened this burden by including liquidated damages provisions in their contract. Such provisions generally provide that where a delay event is attributable to a contractor, the owner may recover damages at a certain predetermined level, often expressed as a fixed amount per day of delay.

Follow Best Practices Parties to construction contracts are well advised to turn their minds to these issues before a delay ever arises. Best practices include good record keeping, so that if one must assert or defend a claim, the necessary documents are available. The basic elements of the contract relating to delay claims, and especially notice, must be understood so as to ensure compensable claims are being advanced and defended properly. Advice should be sought early.

This article is provided for general information only and may not be relied upon as legal advice. Matthew Swanson and Krista Johanson are associate lawyers at Borden Ladner Gervais LLP (BLG).

They practice in the area of commercial litigation with an emphasis on contract and construction disputes. Send comments to editor@on-sitemag.com.

62 / October 2012

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