ISSUE 2 2012 $4.50 CANADIAN
Force Pile Driving Where quality and service are driven together
ALSO BCâ€™s new Port Mann Bridge $2-billion transportation investment
PLUS Pile Dynamics celebrates 40 years Youth compete at Skills Canada
Platinum Grover “The Piling Connection”
Servicing Canada and USA
701 Henry Ave. Winnipeg, MB R3E 1T9 Phone: 204-953-2189 Toll Free: 1-866-953-2189 Fax: 204-953-2199 www.lesterpublications.com President Jeff Lester Vice-President & Publisher Sean Davis
Photo courtesy Transportation Investment Corporation
TABLE OF CONTENTS
Editor Gloria Taylor Contributing Writers Jim Chliboyko Kelly Gray Heather Hudson Vincent Jue Lisa Kopochinski Garland Likins Luke Mather Federico Pagliacci Judy Penz Sheluk Dan Proudley Frank Rausche
Managing Editor Kristy Rydz
Letter from the Editor
From the Pile
Creative Pultrusions develops environmentally-sustainable piles
Ritchie Bros. Auctioneers
Canadian Society for Civil Engineering
Manitoba Flood Remediation
News and information for the industry
Force Pile Driving celebrates 40 years of diverse expertise and quality work
Account Executives Quinn Bogusky Jill Harris Kathy Kelley Louise Peterson © 2012 Lester Communications Inc. All rights reserved. The contents of this publication may not be reproduced by any means, in whole or in part, without the prior written consent of the publisher. Disclaimer: The opinions expressed by the authors and/or editorial sources contained in Piling Canada magazine are those of the respective parties and do not necessarily represent the opinion of the publisher. Stock photography, unless otherwise credited, comes from Photos.com.
Graphic Designers John Lyttle Myles O’Reilly A boon to equipment sales
Promoting sustainable infrastructure on their 125th anniversary
Soilmec SPA’s SR-80 hydraulic drilling rig proves its versatility Ottawa’s Light Rail Transit to move millions BC’s Port Mann Bridge an impressive $2-billion bridge replacement Pile Dynamics celebrates 40 years of doing great business
A forum for young people in trades to demonstrate their skills
Manitoba government initiative to repair billiondollar flood damage
On the Cover Force Pile Driving: Where quality and service are driven together Please see the feature – starting on page 10
Publication Mail Agreement #40606022. Return Undeliverable Canadian addresses to: 701 Henry Ave., Winnipeg, MB R3E 1T9 Printed in Canada. Please recycle where facilities exist.
Photo courtesy of Force Pile Driving
Issue 2 2012
Showcasing Projects, Technology You Want to Read About
s this is my first edition of Piling Canada as managing editor, I want to introduce myself to you, our valued readership. With a background in journalism, I eagerly accepted this position after spending some time working in communications and government environments. I can honestly say I’m happy to be back in a place where I can help share interesting and informative stories with the people who care about them most. The issue in your hands right now is full of stories just like that. From our cover feature on Red Deer-based company, Force Pile Driving, that has managed to overcome obstacles in the Alberta oil sands, to Cleveland, Ohio’s Pile Dynamics celebrating 40 years developing high-tech testing equipment, our goal is to help you stay up to date on what’s happening in your industry. Featuring new products and developments, like the new environmentally-friendly type of pile being manufactured by Creative Pultrusions of Pennsylvania and the versatility of Soilmec SPA’s SR-80 hydraulic drilling rig, is another way we strive to be an
effective resource in sharing innovations from around the globe. Getting the details and inside look at mega projects is often one of the most exciting reads in the magazine. This issue is no different as we highlight not only Ottawa’s Light Rail Transit project but also Vancouver’s Port Mann Bridge that is scheduled for completion later this year. My goal, as I begin working with our writers to craft the content for upcoming issues, is to continue to ensure this magazine is full of the information you, the readers, want to read about. In closing, please feel free to let me know about stories you would like to see in the pages of Piling Canada and share your thoughts on what we’ve put together this time around at firstname.lastname@example.org. Thanks for reading, Kristy Rydz Managing Editor PC
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Photo by Katy Winterflood
LETTER FROM THE EDITOR
FROM the Pile
From the Pile highlights industry news, company announcements, key events and other things that are important to Canada’s piling industry. If you have something you think should be highlighted in From the Pile, email us: email@example.com Pile Dynamics: New accessory for Cross Hole Sonic Logging
Cross Hole Sonic Logging (CSL) is one of the most popular testing methods to evaluate integrity of drilled shafts. It involves inserting probes – two at a time – in tubes built into the shafts especially for the test. The probes, on spooled cables, are lowered to the bottom of the shafts and pulled back up. As they travel along the shaft, one of the probes emits a sonic wave, and the receiver probe picks it up after it travels through the concrete. The intensity and time of arrival of the wave at the receiver probe is indicative of concrete quality. The test is typically performed in shafts with at least four access tubes, but sometimes as many as 10, the company stated in a news release. Test procedures require filling the tubes with water, and testing all possible paths between tubes. Remember your combinatorial analysis and you’ll figure out that those probes will be pulled many times (15 for a shaft with six tubes). Even rugged field engineers wearing water resistant gloves become quite uncomfortable after pulling the wet cables by hand a few times. Pile Dynamics, Inc. has solved this problem by designing a Motorized Probe Deployment System (Automated Reels) that works with its CSL testing equipment: the Cross Hole Analyzer. In addition to sparing the testing engineer from constantly handling wet and often cold cables, the Motorized Probe Deployment System keeps the cables neatly organized on the spool, and allows the tester to gather information at a consistent speed (this reduces the possibility of missed data points due to too fast a pull). The system is powered by either an eight hour duration battery or by an external 12V power source. In addition to the Cross Hole Analyzer and its Motorized Probe Deployment System, Pile Dynamics produces several other quality assurance and quality control products for the deep foundations industry. Its products are recognized throughout the world as the ultimate solutions for testing and monitoring of deep foundations. The company is based in Cleveland and has commercial representatives worldwide. For more information, visit www.pile.com. 4
Cross Hole Analyzer
Geokon introduces new Field PC
Geokon, Inc. of Lebanon, NH, USA offers a new versatile allweather lightweight hand-held Field PC that updates and/ or replaces older inclinometer datalogger readouts and is fully compatible with practically all existing MEMS and servo type inclinometer probes and cables which have voltage outputs. In use, an inclinometer probe is connected by a cable to an interface, which in return converts the signal and transmits the data via the built-in Bluetooth® radio to the Geokon Model GK-604-6 wireless hand-held PC for storage or instantaneous readout on the full-color display screen, according to the company in a news release. The hand-held Field PC is supplied complete with a hand strap, stylus, USB sync cable, lithium-ion battery, AC wall charger (with international plug kit), screen protector, CD-ROM (with license and manuals) and Quick Start Guide. Datalogging of vibrating wire instrumentation used in pile testing can be recorded and saved with LogView Mobile Software and read with the same Model GK-604-6 hand-held Field PC. (Continued on page 8)
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(Continued from page 4) LogView Mobile is ideally suited for logger setup and data collection in harsh environments that are too extreme for the use of the typical laptop PC. With LogView Mobile Software, connection is quick and simple. All datalogger settings are easily accessible from the Project Explorer and Application Menu screens. Data is collected from the datalogger and automatically stored with the tap of the stylus. All stored data can be exported to a folder of the user’s choosing and easily synchronized to a base PC for further analysis. For more information about how the Model GK-604 inclinometer hand-held Field PC or LogView Mobile Software can assist your needs, please visit www.geokon.com, email email@example.com or call and speak to a Geokon sales associate at 1-603-448-1562. PC
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Force Pile Driving Where quality and service are driven together By Luke Mather Business Development Manager, Force Pile Driving
orce Pile Driving Ltd. is a little bit different than most companies. With their operational headquarters in Red Deer, Alta., Force Pile Driving is strategically positioned at the heart of one of the largest heavy construction booms in North American history. A large portion of this construction demand comes from the over 147,000 square kilometres of oil sands projects located in northeastern Alberta. Alberta is home to the third largest proven crude oil reserve, behind Venezuela and Saudi Arabia. Alberta is expected to produce upwards of 3 million barrels of crude daily within the next six years, which is nearly triple the production of 2008. SAGD (seam-assisted gravity drainage) facilities, along with supporting pipelines, are a main user of steel driven piles in the oil sands. These projects range from several hundred piles to tens of thousands of piles spanning several years from ground break to completion. These northern projects are located in highly physically demanding areas, combining adverse weather patterns and extremely unforgiving terrain comprised heavily of muskeg, which pushes men and equipment to a limit previously unseen in heavy construction. The western provinces are also feeling the pressure of rebuilding an aging infrastructure as well as the construction of many heavy civil construction projects – from wind farms to major interchanges. Force Pile Driving is positioned well to assist their customers with superior people, modern equipment and a wealth of piling experience which will set the bar moving forward.
At the core of Force’s leadership in the field are their people. “Our employees drive the company, they are our biggest and best asset, and we have high calibre people in the field every day on every site,” says Dean Hall, Force Pile Driving’s general manager. “Our staff believes in us coming together as a team and showing our customer with every linear metre of pile driven that we genuinely care about their project. The proof is easy to see.” Force is committed to the continual improvement of their staff through rigorous training, education and mentoring programs. “We want to have the employees that set the industry bar for quality, efficiency and performance, a value that has been lost over the years,” adds Hall. At Force, staff suggestions are always welcomed and encouraged. “Our staff has years of experience in many diverse fields. Their ideas help keep us thinking outside the box, ahead of the curve and continually improving collectively,” says President Dallas Lenius. Force’s staff believes in adding value for their customers at every turn. “We look forward to the challenges most heavy construction firms would back away from; it’s about a satisfied customer at the end of a project, bottom line,” says Lenius.
Working at a tank farm at Southern Pacific
“It’s our job to help our clients with our previous knowledge and how to apply it to their current situation.” – Dallas Lenius, President, Force Pile Driving
Falcon DD 75A
Force’s 65-person workforce enjoys the daily challenges that the heavy construction industry provides. “Quit is not in our vocabulary,” says Hall. “Our guys have a difficult job at the best of times, but they always get it done.” To show management’s commitment to their staff, corporate and operational staff is included in a generous profit sharing program that rewards and provides a strong incentive for everyone in promoting the success of the company. “When we do well, we should all be rewarded for that success. It is a group effort to maintain our continued success, and the team is rewarded as such,” notes Hall. Force Pile Driving’s main goal is a successful and motivated workforce. In addition to profit sharing, employees are treated to many team building activities annually. Staff barbecues are a regular occurrence and just another way that staff is shown the appreciation of the management team. At Force employees are names in the family, not numbers.
Force has completed a wide portfolio of projects from technical design builds for civil projects to major SAGD and other oil sands facilities. Highlights include the completion of over 1,600 piles in less than six weeks for Imperial Oil’s Kearl Lake site. “That project pushed our crews, we worked 24 hours a day to maintain the pace needed to keep to schedule,” indicates Hall. Other projects include CNRL Kirby South, Southern Pacific
CNRL Kirby Lake, Alberta Issue 2 2012
Photos courtesy of Force Pile Driving
Constructing an ATCO transmission line east of Fort McMurray
New Hot Rolled Z Pile Series New Geostructural Product Manual New Construction Products Website
See whatâ€™s new at www.jdfields-cp.com
COVER FEATURE north of Fort McMurray and Husky Pikes Peak, which were all completed ahead of schedule by the team at Force Pile Driving. Conoco Philips Surmont site is currently a major project on Force’s plate, occupying four pile drivers for the foreseeable future.
Force has matched their high calibre staff with the industry’s leading piling equipment and support vehicles to ensure maximum production and efficiency. Force runs a fleet of Junttan pile drivers in several configurations – from the incredibly versatile PM23 to the robust and heavy duty PM25. The PM23 has exceptional battered pile capabilities along with the reach to place piles in previously difficult areas for pile placement. This gives engineers more options in designing facilities or upgrading facilities with difficult challenges. The PM25 is a stout platform that pushes previously believed boundaries in piling and pile lengths; diameters are easily handled limiting the need for time consuming pile splices. Force has designed and engineered a piling-specific predrill unit to complement their piling fleet. “This ensures we can be more efficient, repositioning less and limiting ground disturbance, which is a significant drawback to conventional water well or blasthole type units.” Force also has a growing wheeled fleet that supports the day-today operation of the business. With several picker mounted units and a fleet of support equipment, Force Pile Driving is expanding their technology as they move forward. Force provides driven piling solutions to meet all applications: H-piles, large diameter pipe piling, sheet piles, driving shoes, tips and plates, 30-45 ton picker services and a host of oilfield hauling solutions including an
80-ton wheeler. With all these services, Force is able to maintain a self-sufficient status which allows tight schedules to be maintained.
Experience is a hallmark of Force Pile Driving. “If it’s been done, we’ve likely done it over the years,” says Lenius. Force has experience in the piling industry and in all areas of their operation from factory trained mechanics to tested and certified operators. “We believe in value added solutions for our customers. It’s our job to help our clients with our previous knowledge and how to apply it to their current situation.” The Force team prides themselves in being a single source for heavy construction solutions for clients. With in-house engineering capabilities, Force is able to design foundation solutions for any application, “which is becoming utilized more as project deadlines near and schedules are drawn up. Engineering is sometimes at a premium, and we’re happy to provide a way to alleviate that pressure,” states Lenius.
Force is developing an 18-acre parcel of land just off Highway 2 at Blackfalds, Alta. This new operations facility should be completed in mid-2013 and will house all operations offices, welding facilities, mechanical bays, wash facilities and a fully stocked pipe yard. Equipment acquisitions will continue at a manageable pace to ensure the highest quality workmanship is supplied. It’s a really exciting time for the team at Force Pile Driving; we have all worked extremely hard to get to this point and we look forward to continued success as we move forward in the industry. PC
Silent Piling in Residential Areas For Sale and Rental Phone : 407-380-3232 E-mail : email@example.com www.gikenamerica.com Issue 2 2012
• Pile Driving Installation • Pre-Drill Services • Pipe Sales • Welding Services • Heavy Hauling • Design-Build Engineering Services
P ile it On New SUPERPILE ideal for marine conditions By Heather Hudson
n the shadow of the Golden Gate Bridge, San Francisco’s expansive shoreline is home to a 350-slip marina owned by the city’s parks and recreation department. Owners of pleasure crafts, sailboats and members of two yacht clubs all vie to lease a coveted spot along one of the most celebrated coastal cities in the world. But despite the prestige associated with disembarking along this celebrated stretch of waterfront, sailors are using extra caution as they pull in alongside deteriorating timber floats and docks held up by raw timber and outdated creosote-coated piles.
Hungry marine borers (tiny mollusks or crustaceans that feed on wood in warm seas) have chomped their way through much of it, exposing the very foundation of the marina and helping it show every minute of its 50 years. Indeed, this crumbling marina was overdue for a renovation when Dutra Construction Company Inc. began its rehabilitation in April 2011. At the heart of the project are some revolutionary new fender piles from Creative Pultrusions, Inc. (CPI), which are replacing the rickety timber ones.
“We chose to focus on developing the fiberglass fender pile because of its form, fit and functionality, as well as the fact that some environmental issues are coming up with wood.”
Photos by Mike Edde, Dutra Construction Company, Inc.
– Dustin Troutman, Marketing and Product Development Director, Creative Pultrusions, Inc.
The San Francisco Marina project that used CPI’s SUPERPILEs
Issue 2 2012
Experience the Progress. Hanging and swinging leaders for special pile driving tasks. Long outreach Extreme inclinations Extreme pile lengths High engine power (up to 670 kW) for attachments
Liebherr-Canada Ltd. 1015 Sutton Drive, Burlington, Ontario L7L 5Z8 Toll-Free: 1-800-387-3922 E-mail: Paul.Sandberg@liebherr.com www.liebherr.com
“This pile answers all the questions on issues associated with traditional piles. Concrete piles are going to spall; ours aren’t going to spall. Wood’s going to rot; ours aren’t going to rot. Wood leaches into the environment; our piles aren’t going to leach chemicals into the environment. All the negative attributes associated with traditional piles are overcome with the development of the SUPERPILE.” – Dustin Troutman, Marketing and Product Development Director, Creative Pultrusions, Inc.
“We think [these piles] are a better solution than the timber pile. It’s more economical and through all the testing they’ve done with the material, it seems to be a superior product … everything else gets eaten through by marine borers in a salt water environment so we think they will last longer than the 50 years the original timber piles have lasted,” says Mike Edde, project manager with Dutra Construction. Sold through Lee Composites Inc., an independent representative of marine fendering systems, the newly designed marina is installing CPI’s fiberglass technology as centre piles. Driven in the middle of a double berth, they act as a fender between two boats that share a double slip. “There are a lot of high winds in the area and sailboats use them to moor off of, guiding them in to where they need to go. The fender piles act as a buffer between the two boats sharing a slip,” says Edde. Roughly 190 fender piles will be installed before the project is complete at the end of 2012. A 3,000-lb. drop hammer is all it takes in soft conditions and crews are able to drive 10-12 in an eight-hour day. CPI’s Marketing and Product Development Director Dustin Troutman says the San Francisco project is the perfect match for this new and innovative pultrusion pile with the special resin. “This product is made up of e-glass fiberglass and a polyurethane resin, which is what makes it so successful. The urethane resin has strength, stiffness and impact Issue 2 2012
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strength compared to other resins used in the industry. It’s perfect for fendering.” CPI has long been a world leader in pultrusion manufacturing, specializing in pultruding large custom profiles and using high-performance resins with their proprietary high-pressure injection process. In 2008, it was acquired by Hill & Smith Holdings, PLC, a global leader in the design, manufacture and supply of infrastructure products, galvanizing services and building and construction products. With a pedigree like that it’s no wonder the company is so successful in innovating new pultrusion products. All of their high-strength pultruded profiles are designed and manufactured to provide lasting performance in highly corrosive environments and are lightweight compared to wood or metal products. CPI has a hand in a lot of different markets, including manufacturing sheet piling, all kinds of structural shapes, crossarms, power poles and more.
What is the pultrusion process?
Pultrusion is a manufacturing process used for producing continuous lengths of reinforced polymer structural shapes with constant cross-sections. Reinforcements, in the form of roving and mats, are saturated with resin and guided into a heated die. Once in the die, the resin undergoes a curing process called polymerization. As the reinforcements are saturated with the resin mixture and pulled through the die, the resin hardens from the heat of the die and a rigid, cured profile is formed. The pultrusion process requires little labor and is ideal for mass production of constant cross section profiles. Always looking to expand, Troutman says CPI conducted extensive market research before securing funding to invest heavily in a new type of fiberglass fender pile, which is well suited to perform exactly the kind of function it does in San Francisco. “We chose to focus on developing the fiberglass fender pile because of its form, fit and functionality, as well as the fact that some environmental issues are coming up with wood,” says Troutman. “The advantage of this type of pile is that the material is inert and is not going
to leach any chemicals into the water. It’s more cost-effective than plastic piles. High-density polyethylene has skyrocketed over the last few years due to higher oil prices, making it difficult to afford.” The fender piles are typically hollow, making them lightweight, which reduces the shipping and installation costs of traditional piles. “This pile answers all the questions on issues associated with traditional piles. Concrete piles are going to spall; ours aren’t going to spall. Wood’s going to rot; ours aren’t going to rot. Wood leaches into the environment; our piles aren’t going to leach chemicals into the environment. All the negative attributes associated with traditional piles are overcome with the development of the SUPERPILE.” Before they brought the SUPERPILEs to market, extensive testing was done to get the technology approved and on the Florida Department of Transportation’s list of qualified products. “That was a big hurdle for us. Our piles were subjected to full section, connection and ASTM testing. We needed to demonstrate the energy absorption characteristics of the system, not just the piles,” says Troutman. He says the fendering piles are ideal for use in colder climates, including Canada. The materials are similar to their other pultrusion products in use in Alaska and they’ve had parts tested in a cold regions test lab by the U.S. Army Corps of Engineers, noting that they don’t exhibit traditional brittle behaviour like thermoplastics (PVC and polyethylene) in cold weather. Since putting fender piles on the market last year, CPI has sold several jobs, including a new bridge fendering system to protect the abutment and foundation for the Margate Bridge in New Jersey. Back in San Francisco, Edde is a satisfied customer, particularly because of the custom sleeve CPI opted to add to each pile when concerns were raised about abrasion from the boats rubbing against the pile as tides fluctuate. “They added a HDPE sleeve around the top portion of the pile that was exposed to the abrasion. It wraps around the pile and is fastened with screws. We were really pleased with that extra feature,” says Edde. PC
D Delta: e l t a : 8 8500 5 0 0 R iRiver v e r RRd., o a d Delta, D e l t a ,BC B C V4G V 4 G1B5 1 B 5 Canada Canada s : ( 6 0 4 )604-946-2655 9 4 6 - 2 6 5 5 FaFax: x : ( 6604-946-2630 04) 946-2630 B uPhone: l l FrFree: e e : 1 -1-866-400-7473 866-400-7473 ToToll C aCalgary: l g a r y : 9 19100 0 0 VeVenture n t u r e Av e n uS.E., e S . ECalgary, . , C a l g a AB r y, AT3S B T3 S 0A2 Ave. 0A2 PPhone: h o n e : 4403-263-1788 0 3 - 2 6 3 - 1 7 8 8 Fax: Fa403-236-2478 x: 403-236-2478 403-236-1788 Toll Free: To l l Fr e e : 11-866-441-PIPE -866-441-PIPE
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Deep soil mixing was used to create a long row of buttresses to strengthen the LPV111 levee surrounding New Orleans. The project was hailed as the largest deep soil mixing project in the U.S., and possibly the world.
Drill Rig Provides Global Versatility A
t a glance, levee reinforcement projects on the Gulf Coast of the U.S. and a hospital in Monselice, Italy have little in common – unless you look below the surface. In both cases, contractors took advantage of Soilmec’s versatile SR-80 hydraulic drilling rig, part of Soilmec’s SR series, for large diameter and deep piles in various configurations to complete these two vastly different projects. Along Louisiana’s coast in the Gulf of Mexico, contractors used the SR-80 as part of the U.S. Army Corps of Engineers’ (USACE) Task Force Hope Program to upgrade levees, floodwalls, floodgates, surge barriers, and pump stations that make up the Greater New Orleans Hurricane and Storm Damage Risk Reduction System. A critical component of the Lake
Pontchartrain and Vicinity (LPV) area is the reinforcement and raising of the 8.5 km long LPV111 from elevation +5 m to +8.5 m, while limiting its width to the pre-Hurricane Katrina levee right of way. As a specialty subcontractor to the joint venture team of Archer Western and Alberici, TREVIICOS used the SR-80 rotary rig, which combined the necessary power and reliability to meet the required quality and tight timeline, to install deep underground buttresses. The SR-80 took on a slightly different role for the new hospital in Monselice. Crews used the SR-80 to install a geothermal loop into the foundation. The area has substantial geothermic activity of hot springs and hot mud below the surface to provide a renewable source of geothermal energy for the hospital. Issue 2 2012
Photo courtesy of Soilmec
By Vincent Jue and Federico Pagliacci
Hospital architects tapped into Monseliceâ€™s substantial geothermal activity to help power the new hospital. Geothermal loops were installed inside the reinforcing cages in the building foundations.
Crews used the SR-80 rig to dig 40 km of 600-mm diameter displacement piles to a depth ranging from 17 m to 24 m. After concreting the displacement piles in the foundation, crews pushed in a geothermal loop inside the reinforced cage.
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TECHNOLOGY UPDATE Now the SR-80 is also a great solution for projects in tight spaces. Soilmec has introduced conversion kits for the SR-80 and other drill rigs. Specifically, the new SR-80 Low Headroom Rig (LHR) includes a modular mast, a more powerful crowd system and a high torque/high speed rotary group. The modular mast ranges from 5.80 m to 9.80 m maximum length, allowing operators to adapt rig clearance even in difficult and risky situations such as under power lines. The crowd system includes a strong chain that can transmit 230 kN pull up and pull down force. The rotary group reaches 250 kNm max torque and a maximum speed of 100 rpm. The SR-80 LHR is suitable to drill very large bored piles up to a diameter of 2,500 mm and 60.9 m max depth. The SR-80 base machine is powered by a compact V6-turbo Diesel engine, type Deutz TCD 2015 V06. It is in compliance with the emission standard (Tier III stage A and B) and reaches a maximum rated power of 330 kW at 1,900 rpm. It can be easily converted from Kelly version to CFA, displacement piles or a cased-auger pile (CAP) configuration.â€‚ PC Vincent Jue is a vice-president with Soilmec North America. Soilmec S.p.A., a company within the Trevi Group, designs, manufactures and services machinery and equipment for foundation engineering and ground construction use worldwide. He may be reached at firstname.lastname@example.org. Dr. Federico Pagliacci is the development vice-president at Soilmec S.p.A.
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Ticket to Ride
Ottawa’s new light rail transit system will be fully operational in 2018 By Lisa Kopochinski
hen completed in time for Canada’s 150th birthday in 2017, the new Ottawa Light Rail Transit (OLRT) project will complement the city’s O-Train and reduce congested bus traffic in the downtown core. At an estimated cost of $2.1 billion, this mega project does not come cheap, but once operational in 2018 it will make life a lot less stressful for millions of commuters. “This project offers much more than the solution to our long-term transit needs,” says Mayor Jim Watson. “It will also generate significant economic, environmental, cultural and social benefits for the people and City of Ottawa.” Economically, the project is expected to save the city up to $100 million per year in transit operational costs, while socially, the light rail will make the downtown core more appealing, especially to pedestrians and cyclists, cutting bus traffic by 50 per cent. Construction is slated to begin in early 2013, with substantial completion by late 2017. After a period of commissioning and testing, the system will be ready to ride in mid 2018.
“The mayor has been clear that he wants this project delivered on time and on budget, while ensuring service to the largest number of riders possible,” says John Jensen, director of rail implementation for the City of Ottawa. “He has directed that city staff carefully review project designs and make sure that the project can be delivered within the financial envelope that the council has authorized. Examples of design changes to control costs include bringing Campus Station to the surface and relocating the tunnel alignment to allow a shallower route underneath Queen Street. The mayor and council are driving responsible project management to ensure that the city receives maximum value for the taxpayer dollars that are being invested in this project.” Jensen adds that Bayview Station will serve as the connection point between the O-Train (running north-south) and the Ottawa Light Rail Transit project (running east-west). “By converting transit operations to an LRT [Light Rail Transit] system downtown that is completely grade separated in the tunnel, the city can move thousands more riders per hour and eliminate 50 per cent of buses currently operating downtown.”
Hurdman Station OLRT rendering courtesy of the City of Ottawa
Issue 2 2012
Bayview station OLRT rendering courtesy of the City of Ottawa
Three shortlisted firms from the Request for Qualifications process for the project were announced last fall. They include Ottawa Transit Partners, Rideau Transit Group, and Rideau Transit Partners. All three will submit final proposals this fall. The City of Ottawa and Infrastructure Ontario (IO) – which is working with the city to select a consortium to design, build, finance and maintain the project and ensure it is built on time and on budget – will evaluate the bids, choose the preferred proposal and then negotiate a final contract. IO is a Government of Ontario Crown agency that plays a critical role in supporting the Ontario government to modernize and maximize the value of public infrastructure and real estate, manage government facilities and finance the renewal of the province’s public infrastructure. “The goal is to complete the tendering process by fall/winter 2012,” says Paulette den Elzen, IO’s manager of project communications. “Once negotiations are completed with the winning bidder, the contract with the successful bidder, including contract cost, will be released publicly and made available on Infrastructure Ontario’s website at www.infrastructureontario.ca.” Infrastructure Ontario has extensive experience in infrastructure projects across the province with more than 50 projects to date. However, the OLRT project represented its first opportunity to participate in a transit infrastructure undertaking of this scale. 26
“With a $2.1-billion budget, this is the largest infrastructure project in Ottawa’s history and one of the largest projects IO has ever undertaken,” says den Elzen. “In short, this project is a complex and significant undertaking for both parties and has resulted in a strong collaborative relationship as we move the project through to financial close.”
Meeting the need
With its origins as a logging town, Ottawa has progressed as one of Canada’s largest cities with a metropolitan population of approximately 1.2 million. As with any big city, long-term economic and environmental well-being depends largely on an effective and efficient transportation system. Once completed, the OLRT will be comprised of 13 stations: Tunney’s Pasture, Bayview, LeBreton, Downtown West, Downtown East, Rideau, Campus, Lees, Hurdman, Train, St. Laurent, Cyrville and Blair. Four downtown stations will be located underground. Proponents of the LTR say that without this new system, the downtown core is already being pushed to its breaking point and is expected to reach its limit by 2018. The city has prepared for this problem for many years, most notably through the development of a strategy known as the Transportation Master Plan (TMP). The first priority of the TMP will be to eliminate the bottleneck impeding transit growth through downtown. This calls for
an LRT system with a tunnel beneath the downtown area to eliminate congestion on the streets above. The current bus rapid transit system, known as the Transitway, consists of 47 kilometres of bus-only roads and busonly lanes along the shoulders of major thoroughfares. This system was launched in 1983 and since 2001 has been complemented by the O-Train that runs along an eight-kilometre route between Greenboro and Bayview Stations. However, with congestion reaching its limit and Ottawa’s projected population to grow by 30 per cent by 2031, the new OLRT will be a welcome relief. Ottawarailtransit.ca also notes that while the introduction of the new OLRT will make travel in and out of downtown much more efficient, it will also lead to improvements in other parts of the city’s transit system. Public transit through downtown will no longer have to compete with other traffic and, additionally, the underground stations allow for connections to major downtown office developments and other key downtown landmarks. The new OLRT will also encourage more people to use public transit with its combination of speed, comfort and reliability. There will be no more waiting for the bus. Studies also suggest the LRT may lead to a nine per cent increase in ridership; that means 4.6 million new trips in the first year alone. By 2013, the project could result in a total time savings of more than 17 million hours for commuters annually.
“With a $2.1-billion budget, this is the largest infrastructure project in Ottawa’s history and one of the largest projects IO has ever undertaken.” – Paulette den Elzen, Manager, Project Communications, Infrastructure Ontario Benefits
As mentioned earlier, in 2018, in its first full year of service, OLRT is projected to save the city up to $100 million in annual operating costs. With operating costs for light rail substantially lower than for buses, the accumulated savings will continue to grow. In fact, the American Public Transit Association (APTA) has said that every $10 million invested in public transit saves $15 million in transportation costs for both highway and transit users. The transportation sector is also a huge contributor of greenhouse gas emissions – most notably carbon dioxide. With less cars and buses congesting downtown streets, emission levels will be reduced, as will other air contaminants such as organic compounds, nitrous oxides, sulphur oxides and particulate matter. It has been estimated that there will be a reduction of approximately 90,000 tonnes of greenhouse gas emissions and about 4,500 tonnes of air contaminants annually by 2031. The economic value of these reductions could total more than $35 million annually by 2031. Additionally, one of the Government of Ontario’s commitments, as part of its Renewable Energy Initiative, is the phaseout of coal-fired electricity generation in Ontario by 2014. This means that when the OLRT system goes online, it will be powered by cleaner energy sources. And burning less fossil fuels and using more clean electricity and clean renewable energy means better air quality.
City engineers will also be looking to make the system as energy efficient as possible, including exploring the possibility of harnessing renewable energy to reduce the system’s reliance on the electrical grid.
In addition to being the largest infrastructure project the city has ever seen, the OLRT will also be the largest single art investment in Ottawa’s history at approximately $10 million. Project organizers cite Stockholm, Sweden’s LRT, nicknamed “The Longest Art Gallery in the World”, as an inspiration for this public art initiative. The City of Ottawa also has a policy that requires all major capital projects in the city to devote funds to public art “to beautify the new constructed public space.” “Public art serves two priorities in transit projects: it helps to create the positive rider experience that is essential to maintaining and increasing ridership; and, it also helps the transit stations integrate with the surrounding community,” says Jensen. “We will be seeking local artists for this project, and eight of the 13 stations have been assigned themes related uniquely to Ottawa’s culture and history.” PC
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Replacing Vancouver’s Port Mann Bridge By Jim Chliboyko
n years past, when crossing a bridge as impressively long and as madly busy as Vancouver’s Port Mann Bridge – currently Canada’s longest arch bridge – the last thing that was on the minds of the commuting public was that one day that bridge will need to be replaced. The scale of such a job may be overwhelming to most of the bridge-crossing public. But that’s exactly what’s been happening in the Lower Mainland over the last few years. To say that the Port Mann Bridge is a vital link is an understatement. It’s a two-kilometrelong ribbon of asphalt and steel that soars over the Fraser River, connecting the southeastern suburbs of Surrey with Coquitlam (… and Burnaby, then Vancouver). Visually, the bridge tends to dominate that area of Vancouver’s suburbs; you can see its telltale orange curved frame for miles around. The main span is just over 1,200 feet, bookended by two spans of 360 feet. “This elegant bridge carries the Trans-Canada highway across the Fraser River at the most stable part of its lower channel… the apex of the Fraser Delta,” writes Chuck Davis in The Greater Vancouver Book about the Port Mann, version 1.0. “The high-level centre span is 365.7 metres, framed as a stiffened tied arch, in concept an inverted suspension bridge.
Erection of the main span employed balanced cantilevering from the north and south main piers. The two halves of the centre span were suspended by cable tiebacks over temporary steel towers until closure.” The original Port Mann Bridge (named after a small town on the Surrey side of the river) was initially opened in June 1964 as a modest four-lane link, which by then already had taken seven years to construct. In the years since, the bridge has become a hugely busy connector and, with a city that’s growing dramatically around it, the bridge is getting much busier. And it needs to be replaced. Its current five-lane width is estimated to be congested for 14 hours a day, carrying 800,000 vehicles a week. “The Port Mann Bridge is the single worst bottleneck, with traffic having increased by 70 per cent to 130,000 trips per day since the mid80s,” according to the British Columbia Trucking Association. “The Port Mann/Highway 1 Improvement Project is the largest infrastructure project in British Columbia,” says Greg Johnson, spokesman for the Port Mann/Highway 1 Improvement Project. “The project is far more than construction of the new Port Mann Bridge. The Port Mann/Highway 1 Improvement Project includes 37 kilometres of highway widening from Vancouver to
Above: The Port Mann, before the mid-river components of the new bridge went in Left: New bridge construction on the Surrey (south) side of the Fraser River
Langley and includes rebuilding seven highway overpasses and nine highway interchanges.” The new link will look quite a bit different from the old one, with the new one being a cable stayed bridge. Two towers will hold the bridge deck up with the help of 288 cables. The whole thing will be just over two kilometres long; the deck will be 50 metres wide (quite a change from the original four-laner). The towers supporting it will all loom 75 metres over the bridge deck, rising to a total height of over 150 metres, with over 40 metres of clearance below for river traffic. On the deck itself, the current five lanes will become five lanes in each direction, including one HOV lane. There will also be a three-metre-wide pedestrian and bicycle walkway, and though it doesn’t yet include a light rail component, that’s been figured into the new bridge as well. (Once the new bridge is up, the old one will be demolished). “It’ll also have the largest capacity piles (up to 5,000 tonnes capacity) perhaps in Canada,” says Johnson. Altogether, an estimated 16 kilometres of pile and five kilometres of drilled shafts will help support the structure. Ultimately, there were several companies involved in the piling aspect of the bridge.
“Fraser River Pile and Dredge completed the piling work for the approach span piers and Kiewit/Flatiron completed the piling for the main span in the river cable stay tower,” says Johnson. And these firms had to consider where the bridge is being constructed. While the builders have to concern themselves with the immense size and scale of the project, they also have to deal with challenges as widely varied as earthquakes and killer whales, part of the natural hazard of building in B.C. “All work is done in accordance with strict environmental requirements, including measures to protect fish, wildlife and their habitat,” says Johnson. “Fish and wildlife habitat work for the Port Mann/Highway 1 Project is being carried out on a larger scale than any previous environmental projects undertaken by British Columbia’s Ministry of Transportation and Infrastructure. “ Pile driving can be a noisy activity, and this can have major ramifications for sound-sensitive marine life that live in the water. To that end, the team needed to abide by certain conditions during the job. The Fraser is an almost 1,400-kilometre-long river and the 10th longest in Canada. It’s not only a waterway; it’s a culturally vital pathway to the ocean, and the creatures within the Fraser are likewise culturally important. Issue 2 2012
Photos courtesy of Transportation Investment Corporation. Icons from photos.com
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One of the measures taken was to limit activities such as pile driving to a three and a half month period between early March and mid-June – mostly out of consideration for species like the eulachon (also known as oolichan, a small fish of almost legendary importance to B.C.’s First Nations communities) and the salmon runs that are so important to the province. “There are a number of ways the project avoids disruptions of fish and wildlife habitat,” says Johnson. “Sensitive fish and wildlife habitats were considered during conceptual and detailed design. Fish and wildlife salvages are conducted prior to construction (that is, fish and wildlife encountered during trapping or other methods are relocated to an undisturbed area); in-stream work is conducted during the least-risk fisheries window – this window is tailored to the fish species that may be present in the watercourse; specialist environmental monitoring is conducted for herons and raptors that are nesting within a certain distance of construction activity.” The project’s official website says, “When pile driving for the new Port Mann Bridge is occurring, vibratory hammers are the preferred method for in-river work. Impact hammering is used only selectively. The predominance of vibratory hammer use during pile driving is the key measure to reduce potential acoustic effects on marine mammals that may be present in the area during pile driving.” There was also constant hydrophone monitoring when impact hammering did occur. If the underwater pressure became too high, steps were taken to lessen the impact. “Mitigation measures such as using impact hammer during low tides (high velocity flows) and use of bubble curtains were implemented to manage the potential acoustic and sound pressure effects to fish (as well as marine mammals),” according to the project literature, which also mentioned other techniques available for the crew to minimize activity onsite. “An innovative construction method developed by Kiewit/ Flatiron for this project was the use of full-length piles at Pier N1, the main in-stream pier for the cable stay portion of the bridge.” “The piles in the Fraser River for the main cable stay tower were installed without field splices,” said Johnson. “They were installed as full length piles using a very large marine barge crane. The other piles for the approach structure were installed using field splicing.” If it sounds like an expensive project, that’s because it is (almost $2.5 billion). And it will be partially paid through tolls. “It will be the second bridge in the Lower Mainland to use the newest and most advanced open road tolling system,” says Johnson. “Open road tolling is a free-flowing, safer and more efficient method of tolling than traditional toll booths. This fully electronic tolling system means that exhaust emissions from idling cars at toll booths are eliminated and bridge users do not need to worry about having exact change or facing delays. Instead, modern electronic tags and video capture technology will be used to identify vehicles as they pass under the toll point.” The second Port Mann Bridge, and its open tolls, will be ready to play host to drivers relatively soon. It’s estimated that British Columbians can look forward to a December opening for the latest in a long line of links connecting the many communities of the Lower Mainland. PC
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Steel Sheet Piles
Jorge Beim, senior engineer for PDI, teaches in the training room
Pile Dynamics – a 40-year Reflection By Garland Likins and Frank Rausche
Photos courtesy of PDI
ow do you take an abstract, unheard-of idea – Dynamic Pile Testing – and grow it into a method that is state-ofpractice? How do you improve quality assurance procedures in the deep foundations industry? These were the challenges facing the founders of Pile Dynamics, Inc. (PDI) in 1972. With now four decades since PDI was founded, such a milestone allows reflection on the path from the early days to the present. The design of a typical pile driving installation 40 years ago included a static soil analysis to estimate bid lengths and likely a driving criterion calculated by a dynamic formula. On larger projects, the design was confirmed by a static load test. Change has been significant, all benefitting the pile driving industry.
Frank Rausche and Garland Likins Issue 2 2012
“Always attuned to the latest development in electronics, Pile Dynamics kept modernizing its line of products as new technologies emerged.”
The Honeywell Visicorder – a historical photo from the archives
The industry standard procedure for driven piles now routinely includes high strain dynamic pile tests, as standardized by ASTM D4945 and mentioned in specifications, standards, norms and industry guidance documents all over the world. The actual roots of dynamic testing date to the 1958 Master’s Thesis “A Preliminary Laboratory Investigation of the Prediction of Static Pile Resistances in Sand” by Robert Eiber under the direction of Dr. Harry Nara at Case Institute of Technology (“Case”, now Case Western Reserve University – CWRU) in Cleveland Ohio. Dr. Nara became Assistant Dean at Case, and in 1962 turned his research over to Drs. R. H. Scanlan and G. G. Goble, who obtained funding from the Ohio Department of Transportation (ODOT) to continue studying dynamic testing and stress wave propagation on piles. Dr. Scanlan soon left Case for a Princeton University position, but the “Pile Project” continued through the mid 1970s, developing reusable acceleration and strain sensors and analytical methods for reliable predictions of pile capacity. Notable among the analytical methods were the “Case Method” for immediate calculation of pile capacity in the field and the signal matching software CAPWAP® that estimates resistance distribution and total bearing capacity. Both “stress wave based” methods originated from the 1970 PhD dissertation of Dr. Frank Rausche. The earliest acceleration and strain records were collected in the field during pile driving by a Honeywell Visicorder that recorded the data by shining a light-beam on light sensitive paper 36
spooling at 80 inches per second. Graduate students laboriously manually digitized the graphs for further study. After 1970, a portable, though heavy, instrumentation tape recorder from HP enabled recording of massive amounts of data that was automatically digitized by a Honeywell Minicomputer (8K memory of vacuum tubes). CAPWAP analysis was performed on a mainframe computer, and field data processing was done by an analog “Pile Capacity Computer”. The second such instrument was used by ODOT for about two years. A later model included a printer. Against this background, in August 1972 Dr. Goble incorporated PDI to commercialize “Pile Capacity Computers”. Those had to be built in house by PDI, since established electronics manufacturers could not produce it at a reasonable cost. Following successful demonstrations of dynamic pile testing by the consulting firm founded by Dr. Goble and his graduate students Frank Rausche and Garland Likins (today GRL Engineers, Inc.), PDI received expressions of interest on its equipment from a couple of organizations. With that, PDI designed its first commercial product, and manufactured three of them. When the next generation instrument was developed in 1974, the “Pile Capacity Computer” was renamed, and the “Pile Driving Analyzer®” (PDA) was born. After his contributions to the initial PDI efforts, in 1977 Dr. Goble left CWRU for the University of Colorado in Boulder, turning the management of PDI over to Garland Likins and Frank Rausche (Dr. Goble retired from PDI in June 2000).
Photo by StonePhotos / Photos.com
Garland and Frank ran all day-to-day operations of PDI (and GRL Engineers). As the popularity of the PDA kept increasing, PDI kept growing and evolving, adding other foundation quality assurance products to its line, and attracting a host of talented, hard-working and dedicated engineers. PDI went global in 1978, when it was approached by Swedish contractor Goteborg Betongpalar who had interest in adding stress wave measurements to their international concrete pile manufacturing business. The PDA became an integral part of their “Balken Piling System” that PDI now has a 41,000-square-foot facility in Cleveland was exported to Asia, Australia and other European countries. This led to a worldwide exposure, ultimately resulting in PDI users now in more than 90 countries. Always attuned to the latest develONTARIO LOUISIANA opment in electronics, Interpipe PDI keptInc. is a steel pipe distributor of new 3320 3607 I-10 Miles FrontageRoad, Road RR#3 modernizing its line of products as new structural steel pipe. We have two and used Port Allen, Louisiana Mount Hope, Ontario technologies emerged. The switch from 70767 large stocking locations of Seamless, ERW, L0R 1WO an analog to a digital PDA happened Toll Free: (877) 468-7473 Spiralweld in 1982, and the first PC-based system and DSAW pipe. Local: (905) 679-6999 ONTARIO was produced in 1990. PDI pioneered Interpipe Inc. is a steel pipe distributor of new 3320 Road, RR#3468-7473 TollMiles Free: (877) ONTARIO portable devices with user friendly and used structural steel pipe. We have three two andin used structural of steel pipe.thicknesses We have 3” OD – 48” OD a variety wall MountMiles Hope,Road, Ontario 3320 RR#3 touch-screens, such as the Pile Integrity Fax: (905) 679-6544 large locations ERW, large stocking locations of of Seamless, Seamless, ERW, L0R 1WO Mount Hope, Ontario are stocked bothstocking locations. Tester (performs low strain pulse echo in Spiralweld and DSAW DSAW pipe. pipe. L0R 1WO Spiralweld and Local: (905) 679-6999 surface methods standardized by ASTM Local: (905) 679-6999 Toll Free: (877) 468-7473 3” –48" 48”OD ODininaavariety varietyof ofwall wallthicknesses thicknesses D5882), in the early 1990s. In 1996, it 80,000 Toll Free: (877) 468-7473 3" OD OD –min Fax: (905) 679-6544 Piling Pipe yield seamless pipe for QUEBEC are in all both locations. Fax: (905) 679-6544 are stocked stocked in three locations. incorporated this technology into the Micro Piling. 805 1 ère Avenue PDA, and, in a visionary effort, added Piling Pipe 80,000 min yield seamless pipe for QUEBEC Piling Pipe 80,000 min yield seamless pipe for Ville Ste. Catherine, Quebec remote testing capabilities to further QUEBEC Micro Piling. 805 1 ère Avenue Micro Piling. improve testing efficiencySeamless and reduce and ERW pipe for Driven Piles, J5C 1C5 805 ère Avenue Quebec Ville 1 Ste. Catherine, Ville Ste. Catherine, Quebec costs. Convenient cable-less data transJ5C 1C5 Seamless and ERW pipe for Driven Piles, Screw Piles and Drill Piles. Seamless and ERW pipe for Driven Piles, J5C 1C5 (450) 638-3320 Local: mission from the transducers to the PDA Screw Local: (450) 638-3320 Screw Piles Piles and and Drill Drill Piles. Piles. Local: (450) 638-3320 514-0040 Toll Free: was added in 2008. Toll Free: (888) (888) 514-0040 Toll Free: (888) 514-0040 Large Diameter pipe for Driven Pile or Caissons. Large Diameter pipe for Driven Pile or Caissons. Although PDI was founded specifically Fax: (450) 638-3340 Fax: (450) 638-3340 Fax: (450) 638-3340 Large Diameter pipe for Driven Piles or Caissons. to develop, build and market the PDA, which remains its flagship product, over the years it has diversified its product line to include many powerful and easy to use electronic instruments for the foundation industry, as well as exceptional software. The Saximeter, developed in the late 1970s, automatically counts and records blows during pile driving, and determines the stroke for open-end diesel hammers. Instruments developed specifically for evaluating the integrity of drilled foundations were designed, such as the Pile Integrity Tester, the Cross Hole Analyzer (performs cross hole sonic logging standardized by ASTM D6760), and the Pile Installation Recorder for augercast piles. The most recent addition to the PDI line of products is the Thermal Integrity Profiler (TIP) for drilled foundations. TIP, www.interpipe.com developed in cooperation with FGE of Issue 2 2012
PDA testing in Florida in 2010
Plant City Florida, evaluates concrete quality during early curing both inside and outside the reinforcing cage. PDI has certainly come a long way from its humble beginnings in a small rental office atop a grocery store. After
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expanding into a larger rental space in a Cleveland suburb in 1980, in 1985 the company moved to its own building and, after outgrowing that space, into its current 41,000-square-foot facility in July 2010. In as much as PDI’s founders were visionaries, the mission would not have been accomplished without many other talented individuals who also deserve credit for the success of this company. PDI’s sophisticated instruments are designed by a dedicated staff of electronic engineers (now headed by vice-president George Piscsalko) and software engineers, and produced and serviced by highly skilled technicians. Civil engineers complete the team, providing new-user training, continuing education seminars and prompt technical support to users. For the past 40 years, first class technical support has been a PDI priority, and this has been appreciatively recognized by its customers. Case in point, a note sent recently to PDI principal Dr. Frank Rausche by Dipl.-Ing. Jan Fischer (Technische Universität Braunschweig) reads, “… It has always been between zero and two days until I got a detailed answer from you – solving my difficulties. It’s just so good to know, that someone is ‘out there’ to support me.” The PDI team is now 50 strong, with all dedicated to transforming state of the art research into practical, technically sound systems built to the highest standards of quality and supported through and through. These people are the heart and soul of PDI. Certainly, the testing tools developed by PDI have improved quality assurance in today’s foundations industry. Testing has indeed become “state-of-practice”. Mission accomplished. PC
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The bid catcher “catches” bids from the crowd and relays them to the auctioneer who will then raise the asking price of an item
Ritchie Bros. Auctioneers
A Canadian Success Story
n 1958, faced with a bank debt and surplus inventory from their furniture store in Kelowna, B.C., three brothers, Ken, Dave and John Ritchie, decided to hold an unreserved auction. That decision yielded $2,000; more importantly, it laid the foundation for what would become a true Canadian success story. Buoyed by their initial success, the brothers began to conduct more regular auctions, and soon progressed beyond furniture. In 1963, they held their first unreserved industrial auction, selling $600,000 worth of equipment. Just six years later, in 1969, they expanded into the Unites States, opening an office in Washington State, followed by their first U.S. auction in 1970. By 1985 – 27 years after their inaugural auction of surplus furniture – Ritchie Bros. had sold more than $1 billion of equipment.
Now under the leadership of CEO Peter Blake and headquartered in Vancouver, B.C., Ritchie Bros. has evolved into a truly global company with 44 auction sites and more than 110 locations worldwide. In 1998, the company went public, and is now listed on the New York and Toronto stock exchanges under the trading symbol RBA. Ritchie Bros.’ commitment to reaching a global marketplace has paid off. In 2011, gross auction proceeds (agriculture and industrial) were US$3.7 billion, with industrial auctions accounting for 228 auctions, 385,000 bidder registrations, 95,550 buyers, 41,300 consignments and 268,500 lots. A typical industrial auction includes 1,180 lots from 181 consignors, and generates US$15.5 million in gross auction proceeds. On average, 1,600+ on-site and online bidders from around the world will participate, although larger auctions can attract hundreds, even thousands more.
Photos courtesy of Ritchie Bros. Auctioneers
By Judy Penz Sheluk
Piling at Auction From January 2011 to April 2012, Ritchie Bros. sold more than 1,400 piling equipment items at its Canadian auctions, including hydraulic excavators, crawler cranes, hydraulic hammers and pile drivers. During the same period, the company sold more than 4,900 in the U.S. and over 2,100 piling equipment items at auctions outside the U.S. and Canada, including hydraulic excavators, crawler cranes, hydraulic hammers and pile drivers. Left: A crowd of bidders gathers in the Ritchie Bros. Orlando, Fla. auction yard to bid on a selection of crawler dragline cranes
Buying at auction
Most industrial auctions are conducted in one of two ways: reserved or unreserved. With a reserved auction, every item goes up for bidding, but won’t sell if the price does not reach the predetermined minimum. What distinguishes Ritchie Bros. from other auction companies is its unreserved auction policy, which has been the cornerstone of its business model since it was founded in 1958. At an unreserved auction there are no reserve prices and no minimum bids; the highest bid is the selling price, creating a fair and transparent bidding platform for both buyers and consignors (sellers). Every auction is also open to the general public; registration to bid, either on-site or online, is free. Buyers can also bid with the utmost confidence. Ritchie Bros. forbids owners from bidding on their own items, ensuring that
bidders set the prices, not sellers. All equipment is marketed on the website with high-resolution photos and equipment specifications, on full-colour auction brochures to tens of thousands of select customers and through print and radio advertising, attracting the attention of other potential buyers. Additionally, equipment being sold is organized at the auction site weeks ahead of sale day. Prospective buyers are encouraged to come to the yard to test, inspect and compare the equipment to assess its value and condition before bidding. While most equipment at Ritchie Bros. is sold in a live auction, that doesn’t mean you actually have to live in the area. Nearly 60 per cent of sales go to buyers from outside the region of the sale. You don’t even have to be there on the day of the auction. In 2011, 50 per cent of the bidders at Ritchie Bros. industrial auctions bid over the Internet, purchasing more than US$1.1 billion of equipment. Issue 2 2012
Upcoming Canadian Industrial Auctions Truro, NS
For a complete list of upcoming Ritchie Bros. auctions around the world, visit www.rbauction.com. A view from the back of a Ritchie Bros. auction theatre in Chilliwack, B.C. Most mobile equipment is driven over a ramp in front of a crowd of bidders
Attending a Ritchie Bros. auction is an experience in itself. Mobile equipment is driven over a ramp in front of the auction theatre; photos of stationary items are often projected onto a large Virtual Ramp screen. Bidders can sit inside in comfort and see each item while they bid. They can also watch the auction online and bid in real time or by proxy; online bidders are the buyer or runner-up bidder on almost 40 per cent of lots offered online.
Selling at auction
Of course there would be no buying at auction without sellers. Don McEachern, Territory Manager for the North Bay/San Francisco area, started his journey in the Ritchie Bros. Vancouver/ Surrey, B.C. auction yards, and he’s worked with thousands of sellers over his 28 year career with the company. As a marine specialist, he’s also very familiar with the unique needs of the pile driving industry.
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FEATURE “The marine industry is a very tight fraternity,” McEachern says. “East or west coast, everyone keeps track of whatever everyone else is doing. When we make contact with a marine company, I truly believe we have the greatest avenue – no one can reach out to the marketplace like Ritchie Bros. can. Our extensive background allows us to appraise equipment with accuracy and we are often used as the barometer of industry. When the majority of equipment sold goes to end users versus dealers, you know you’re doing something right.” That something right goes beyond assessing value, equity and ensuring the title is free and clear. “We’re willing to negotiate a number of selling options, from straight commission to purchasing the equipment outright to everything in between,” McEachern says. “For example, if a customer is willing to take some risk, but is looking for a bit of a security blanket, we will offer a gross guarantee; if the equipment sells for more than the guarantee, the extra money is split as participation. Relationships are so very important, and we understand every customer is unique. We want them to remember their dealings with Ritchie Bros. as a positive experience.” One such customer was B.K. Cooper, former owner of Cooper Crane in Novato, Ca. After 37 years specializing in land based pile driving, marine pile driving and wetland restoration, Cooper made the difficult decision to wind down operations in September 2011. “I had several options,” said Cooper. “Sell to another company, sell the assets as a whole, or just sell the equipment individually.”
Making the decision to close the business wasn’t easy. “This was a family business – my son, my brother, and my nephew, plus people that worked for me for 30-plus years – it was very hard to walk away from that. Over the years, I had travelled around the world to buy specific machines that could work 40 hours a week. But pile driving is really a problem solving industry; as a contractor you have to be able to work safely while staying profitable. You need to come up with ideas. I looked at my situation like another job that wasn’t going well; another difficult project that we had to finish. After several months of research, I decided that having Ritchie Bros. sell my equipment was the best option,” he says. “Part of it was Don’s salesmanship,” he continues, “but it was also the company’s ability to draw buyers from around the world. More importantly, everyone I dealt with understood the specialized nature of pile driving equipment. Gary Caufield at the office, for example, was the nuts and bolts of the financial transaction. There was a lot of paperwork involved, and Gary simplified the process.” Cooper’s story even has a happy ending. “I went into the auction with a lot of trepidation. In the end it was a rewarding day. I received the VIP treatment and all the folks at Ritchie Bros. from top to bottom made me feel special and respected. Through Ritchie Bros., we are now able to put Cooper Crane to rest, and a good portion of us were able to go onto another firm and continue in the industry.” PC For more information, visit www.rbauction.com.
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The Confederation Bridge joins the eastern Canadian provinces of Prince Edward Island and New Brunswick. At 12.9 kilometres (8 miles), the Confederation Bridge is the world’s longest bridge over ice-covered water. It has won dozens of international engineering awards since its construction, and was designed to last for a century.
Civil Engineers’ Society Marks 125 Years Canadian Society for Civil Engineering makes sustainable infrastructure a priority By Dan Proudley
he Canadian Society for Civil Engineering (CSCE) is celebrating its 125th anniversary June 7 by handing out a new award that reflects a change in priorities and ushers in a new era for the organization. The Governmental Leadership in Sustainable Infrastructure Award was created to recognize excellence in sustainable infrastructure and to encourage governments to strive for smart, sustainable decision-making in the development of public infrastructure, says Brad Smid, CSCE’s western region vice-president. Smid, a civil engineer employed by the City of Edmonton, says the award acknowledges the vital role of civil engineers in creating sustainable infrastructures that reduce environmental impact and extend the life of the structure. “We are trying to recognize the importance of designing good, durable and economically and socially responsible infrastructure – that is a huge focus now for the CSCE,” says Smid. “This award is one way to help see it implemented.”
The 2012 Governmental Leadership in Sustainable Infrastructure Award was granted to the City of Edmonton for their Risk-Based Infrastructure Management System at the CSCE’s annual conference. Doug Salloum, CSCE executive director, says Edmonton, along with many other municipalities across Canada, is facing tough decisions on how to best invest its infrastructure dollars to optimize investment and secure long-term financial sustainability. The city partnered with SMA Consulting in developing a management system that helps them prioritize their investment needs. The innovative and sophisticated decision-making support tool tells the city how much it will cost to maintain its infrastructure at a specific level of performance and risk, and how to best allocate available dollars to each infrastructure area to achieve best performance while maintaining a satisfactory level of risk, says Salloum. Issue 2 2012
“The challenge is to help the public understand that sustainable infrastructure has those two dimensions and we need to fundamentally question what kind of infrastructure we are building before we build it.” – Doug Salloum, Executive Director, CSCE
Photos courtesy of The Canadian Society for Civil Engineering (CSCE)
Candidates for the award were government agencies such as municipalities as well as provincial and federal departments. Also, to commemorate the anniversary, the CSCE’s annual conference was held in conjunction with the Engineering Institute of Canada (EIC) which like the CSCE is marking its 125th anniversary with various events. The EIC is an umbrella group for all the engineering societies that include mechanical and electrical engineers. The CSCE will also be holding dedication ceremonies this year at three historical sites representing civil engineering achievements. One is Hangar 14 at the Edmonton City Centre Airport. Built in in 1942, the construction of the hangar features a patented Canadian system of steel bolts and split connectors that join structural elements. The building now houses the Alberta Aviation Museum. Another is The Town of Inuvik, which was the first completely “engineered” northern community above the Arctic Circle. The CSCE says the design and construction concepts developed more than 50 years ago pioneered cold region engineering practices. To prevent the heat from warm buildings from thawing the permafrost and causing the buildings to sink, most of the Inuvik structures were designed to sit on timber piles five metres into the ground – with about a half metre to one metre space between the ground and the bottom of the building. The third historical site to be dedicated is Dredge No. 4 in the Klondike Goldfields, located near Dawson Creek, Alta. The
function of the bucket dredge was to pick up gravel from a creek bend and then separate the gold from the waste rock. Constructed in 1912, the enormous dredge weighs 3,000 tons and is 2/3 the size of a football field. It stands eight storeys high. At the time, it was the largest vessel of its kind in North America. Reflecting upon more than a century of history, Doug Salloum, executive director of the CSCE, says the biggest accomplishment of the society is that it still remains relevant. The CSCE continues to provide to its members opportunities for professional development and peer group networking. “That was its [CSCE] original goal, and the fact it has survived is not insignificant,” says Salloum. However, the CSCE has evolved. “We now feel in order to raise the profile of the profession, as well as to protect the public, we need to be looking outside of our membership and communicating outside of our membership on the issue of building sustainable infrastructure. The role of civil engineers in society has changed and we need to change in response to that evolution.” Salloum, who’s based in Montreal, says the CSCE has taken on a leadership role in developing sustainable infrastructure. “We have chosen sustainable infrastructure as something which civil engineers need to be involved in and frankly are most capable of leading,” he notes. The infrastructures include schools, water and sewer systems, transportation networks and power plants, to name just a few.
Above: Dredge No. 4, located near Dawson Creek, Alta., was constructed in 1912. The enormous dredge weighs 3,000 tons and stands eight storeys high. Left: Hangar 14, at the Edmonton City Centre Airport. Built in in 1942, the construction of the World War II era hangar features a patented Canadian system of steel bolts and split connectors that join structural elements. Issue 2 2012
FEATURE “These are the infrastructures that people do not live in, but are responsible for delivering goods and services that maintain our quality of life.” There are two key components to sustainable development, he explains. “Sustainable infrastructure means building it right and building the right infrastructure. And both of those dimensions require a lot of conversation and dialogue. This is where our role has changed. We are not only talking to engineers these days, we are talking to the public-at-a-large about sustainable infrastructure. So that is new; we have not done that before. Most of our emphasis has been internal,” says Salloum. “Our role is to lead in the area of sustainable infrastructure,” he adds. “Building it right means it has to last. If it is going to last, it has to accommodate climate change. It also has to use the best materials. It also cannot be the cheapest option. These are all challenges in terms of building infrastructure right. Budgetary restraints also add to the challenge. Sustainable means it will last and meet the future needs of society,” he continues. “The challenge is to help the public understand that sustainable infrastructure has those two dimensions, and we need to fundamentally question what kind of infrastructure we are building before we build it,” stresses Salloum. He says it’s important to educate the public, which over the years has had a bigger say in the design of infrastructure. “Back in the old days engineers built what was needed, as they saw it, there was really no civic review. Engineers were given the responsibility to provide infrastructure, and so the decision as to what was
necessary and how it was going to be built was pretty well all in the hands of the civil engineer. Over time, and appropriately so, the public has gained a role in the provision and assessment of infrastructure,” says Salloum. While taking leadership in sustainable development is a major priority, the CSCE also has a couple of other strategic directions. The society is striving to grow the membership through the participation of younger members and it continues to support engineers through all stages of their career development. Conferences, workshops and technical journals keep members up to date with the latest advances in civil engineering technology. CSCE has about 4,000 individual members and 25 corporate members. In addition, 25 university civil engineering departments belong to the society. The regional membership is as follows: Western Region – 1,251; Prairies – 285; Ontario -1,406; Quebec – 774; Atlantic Region – 236; 103 foreign and U.S. members. The CSCE has come along way since the original 50 founding members formed the society in 1887. And the future looks bright for the organization as the ranks of the students at university civil engineering departments continue to swell. “It’s one of the more highly sought after engineering disciplines,” says Salloum. “Grads enjoy good job prospects.” Those who enter the profession share a common characteristic. “There is an underlying trait that some people acknowledge and some don’t,” says Salloum. “Civil engineers want to change the world and build the future. What we build will affect society for generations.” PC
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Young medalists from Skills Canada National Competition will join Team Canada at the 42nd WorldSkills Competition in Leipzig, Germany in July 2013
Competition promotes excellence among youth in trades
ome 500 of Canada’s brightest and best trained youth sparkled at this year’s 2012 Skills Canada National Competition, held at the Edmonton Expo Centre from May 13 – 16. Among the participants were 180 winners of a variety of awards, representing 40 trades that competed at the 18th annual event to highlight Canada’s considerable student talent in a range of skilled occupations from welding to hairstyling. Skills Canada was born in 1989 out of a perceived need to assist with the country’s skill deficit. Canada’s skilled workers were retiring, and too few youth were picking up T-squares and tin snips to fill the void. Skills Canada entered as a national, not-for-profit organization that would work with employers, educators, labour groups and governments to promote skilled trades and technology careers among Canada’s youth. The Skills Canada National Competition itself came five years later in 1994 and remains today as the only event of its kind in the country. Indeed, the event is the only national, Olympic-style multi-trade and technology competition in Canada.
“The competition provides an opportunity for young Canadians studying a skilled trade or technology to be tested against exacting standards and against their peers from across the nation,” says Shaun Thorson, CEO, Skills Canada / Compétences Canada. As well, Thorson reports that gold medalists will join Team Canada 2013 to compete in the 42nd WorldSkills Competition in Leipzig, Germany in July of 2013. The 35 members of Team Canada heading to Germany next year will compete over four days in 33 skill categories against more than 900 competitors from 51 countries / regions. This road to Leipzig is an arduous one. For example, each of the participants at the nationals must first have won at difficult regional competitions such as those held in Manitoba on April 12, 2012. Consider the challenge R.D. Parker Collegiate (Thompson, Manitoba) Grade 12 carpentry student Zackarrie Pittman faced just to compete. While he didn’t win, he did show amazing strength of character. Pittman muscled along with a broken hand during the six-hour competition where he constructed an enclosed sandbox. Judges looked at his proficiency Issue 2 2012
Photo courtesy of Skills Canada
By Kelly Gray
FEATURE Selected Finalists at Skills Canada 2012 Plumbing
Photo courtesy of Skills Canada
Gold/ON Ryan Voscek Silver/QC
Carpentry Gold Post Secondary/BC Morgan Brown Silver Post Secondary/ON
Bronze Post Secondary/NS Adam Tanner Gold Secondary/AB Bronze Secondary/SK
in blueprint reading, use of hand and power tools and knack for residential framing and rafter cutting before awarding points to the student. “The competition was a good experience and I learned a lot from it,” says Pittman, noting that it’s hard to work under pressure especially with a broken hand. “The experience is something I wish I could do again.” Another Manitoban who hopes to do it again is Leonhard Derksen. Derksen won gold at this year’s Skills Canada National Competition for his cabinet making abilities. “I’ve never done anything like this before,” says Derksen, who is an apprentice at Steinbach, Man.’s Vantage Woodwork. “This event means quite a bit for students who can show the industry what they can do. For me the fact that I have won a medal will be good for future prospects with employers seeing that I can really deliver when the chips are down.” To win his gold medal, Derksen was given 12 hours to complete an assigned task. Under the spotlights of the Edmonton Expo Centre he constructed a cabinet on a stand with crown molding and veneers. “The biggest challenge was that we were asked to use hand tools rather than the power tools we would use in the shop. I was fortunate that I was able to practise for several days prior to going. I think this gave me an edge.” Derksen is an immigrant from Germany who came to Canada seven years ago. He reports that he was surprised at the level of training necessary to earn a Red Seal here in Canada. “The German apprenticeship is less thorough. Here you must learn and demonstrate so much more knowledge,” he says, noting that Canada’s high level of standards will be a key element to our success in Leipzig at WorldSkills 2013. Derksen suggests that Skills Canada is part of an overall drive to succeed on the world stage. “Skills Canada is getting the word out about the need for high standards and necessity of skills in the workplace. I think this program has a lot to show,” he says, adding that the road to the nationals was a challenging one. Challenging indeed. To land at the Nationals, teams had to first compete and win in difficult regional events. Only after this could competitors move on to this year’s Edmonton showcase where judges tasked teams further with some 40 different assigned projects showcasing major skilled trade and technology
Silver Secondary/BC Benjamin Perrault
Skills Canada National Competition
Gold Post Secondary/QC David Gagnon Silver Post Secondary/BC Gordon Kearns Bronze Post Secondary/YT Mike Trainor Gold Secondary/QC Michael Breton Silver Secondary/MB Steffan Adamchuk Bronze Secondary/NS Nathan Sampson
Brick Masonry Gold/MB
For a complete list of winners go to www.skillscanada.ca
categories. Independent judges from the respective industry sectors evaluated competitors. Judges based their decisions on industry standards and established work practices, including such criteria as quality of work, safety, cleanliness, skill level and creativity. Echoing Shaun Thorson, sponsors such as the Building Trades of Alberta note that Skills Canada is essential to moving Canada’s youth forward on the job front. “Thanks to events such as Skills Canada, our young people now know the numbers and opportunities,” says Mike Rezanoff, southern manager, Building Trades of Alberta. “They know that in the next three years we will be 50,000 workers short in terms of our skill needs. We have been able to create a dialogue where we have shown that between the ages of 18 and 24 only 17 per cent of Alberta’s youth attend a university with another 14 per cent attending a college or trade school. This leaves 68 per cent of our youth in limbo. I believe that events such as Skills Canada helps to get the word out and move members of the 68 per cent of the undertrained to get involved,” he says, noting that he has watched as the event took wing from just a couple of schools in 1994 to a full-fledged national competition. This year, a total of 180 medals were awarded to the top champions in six skilled trade and technology categories:
We Get We Get Spokesperson Mike Holmes shares a moment with Skills Canada teams
transportation, construction, manufacturing, information and technology, service and employment. Best of Region competitors were also recognized for having the highest competitive score by category for their region. In the building trades such as plumbing, carpentry, electrical installation, and masonry, students showed that no one area dominated. Indeed, winners were found across the country. In addition to the numerous occupation-specific awards, Skills Canada also awarded participants medals for presentations such as Job Interview Skills (Julie Ross / P.E.I.), Job Skill Demonstration (Jerick Aranza / Ont.), Prepared Speech (Taylor Dengneault / Man.), and Workplace Safety (Jeremy Koughan / P.E.I.). Looking forward, Thorson suggests the need for skills is growing. “Just look at the general population. We now have a country where there is a basic lack of understanding of how things work,” he says, pointing to a recent study that shows almost half of Canadians (46 per cent) admit they don’t know how to install a bathroom or kitchen faucet. More, almost one in three Canadians (31 per cent) aren’t sure how to install a light fixture and about a quarter of us (28 per cent) don’t know how to change a flat tire. “There’s a serious underlying message here that many Canadians are lacking basic, practical knowledge when it comes to completing everyday skills, admitting they require help,” says Thorson. “Industries that depend on skilled trade workers are key drivers of the Canadian economy contributing over 50 per cent of Canada’s GDP. But the growing shortage of
skilled trade workers is not only a concern for industry – it is only a matter of time before every Canadian will feel the impact in their everyday lives,” he says. He concludes that events such as the 2012 Skills Canada National Competition will go a long way to getting much needed entry level skilled trades on the job and working for a more competitive Canada. PC
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Heavy construction crews work to complete Lake St. Martin Diversion
A Flood of Projects
Manitoba government tackles massive flood remediation work
he flood of 2011 will go down in the history books as one of Manitoba’s most expensive disasters. Consider that the province has seen 30,000 flood claims, three times the number of claims since its most recent flood in 1997. Dollar value of the damage to property and lives is calculated at more than $1 billion. “This is the largest recovery effort since the 1950 flood,” says Manitoba Infrastructure and Transportation Minister Steve Ashton. “The geographical scope of the 2011 flood was beyond anything we’ve seen before in Manitoba.The flood created a tremendous strain on our existing flood-mitigation structures and we are already working to repair the damage.” Ashton suggests the damage to Manitoba’s infrastructure is on a level not previously seen, and the province expects to spend upwards of $150 million on repairs to dikes, bridges, water diversions and roadways. This is in addition to monies paid out to property owners and farmers within the flood stricken areas.
To date, Manitoba has put $650 million into the hands of those who lost homes and businesses in the disaster and has made firm plans to deliver more resources to municipalities in its 2012 budget. In fact, the budget sets aside $50 million for work this year to more than 80 bridges and 200 roads damaged in the 2011 event. Expectations are that the government will spend an additional $50 million next year to continue the work. The amount of work is massive and there has been some suggestion that given the need for equipment across the West, Manitoba may have to wait or pay a premium to obtain the construction capacity. Chris Lorenc, president of the Manitoba Heavy Construction Association, comments that companies and crews are at the ready. However, he notes that it’s hard to determine the scale of the work because the costs are a moving target. “The heavy construction sector in Manitoba is nimble and the market agile and as such we are prepared to get involved quickly, much as we did with the recent Lake St. Martin diversion that
Photos courtesy of the Province of Manitoba
By Kelly Gray
FEATURE moved waters away from flood stricken communities in a masmore than a year following flooding. The government spent $1.5 sive effort.” million to raise the roadbed one-metre. Manitoba heavy construction teams were able to quickly The completion of PR 229 is indicative of the progress ongomove in to bring about a draining of Lake St. Martin, a water ing in the province following the disaster, says Ashton. body located between Lake Winnipeg and Lake Manitoba. “We still have a way to go and have a considerable amount of In just a few months, the Province of Manitoba spent $100 troubled roads to repair as well as other work. The $50 million million and marshalled nearly 100 pieces of heavy equipment announced in this year’s budget for flood repair will help us get like bulldozers, excavators, massive rock trucks, helicopters, back on track, but we expect to spend more next year as we repair barges and tugs to complete a project that saw teams move 1.5 and replace infrastructure damaged by this historic event. We are million cubic metres of material to create a diversion channel confident that as we move forward with our Manitoba Highway to lower the lake level. Renewal Plan, a 10-year $4-billion program, we can improve our The channel itself was built in just three months and covers highway system and retain this important element to our grow6.5 kilometres. It will move the waters into Lake Winnipeg. ing economy.” PC Under consideration is a second $60-million diversion if the levels do not drop to expectation. This year, the government is poised to get a stronger grip on the cleanup despite a $50-million reduction in federal infrastructure monies. To meet this challenge, Manitoba’s provincial government placed a 2.5-cents-per-litre tax on gasoline to raise as much as $47 million to assist in the shortfall. It also pulled 10 repair projects off the board and delayed another 15 projects until the back half of the year to give it the monies it needs to undertake the $50 million in flood reparation work. Ashton points out that this year alone, the tally of flood projects exceeds 200 across the province. In some cases, repairs are things like Construction work at the inlet area on Lake St. Martin minor rehabilitation to culverts such as the work on Highway 3 just over the Manitoba-Saskatchewan border. There are also large repairs to bridges such as the one at Pilot Mound and the Grand Valley Bridge on the Trans-Canada Highway west of Brandon that was closed for four months. Altogether, among new flood repair projects this year, there are 75 spot improvements to roads, 46 culvert repairs and 12 structural rehabilitation projects. In addition to the new work recently announced, the province is working to complete 110 flood reclamation projects that were undertaken last year. Largely, these are spot improvements, culvert repair and structural rehabilitation. Recently, the province re-opened PR 229 – an important link in the Interlake region that was closed for Removing a road bed at Hoop and Holler to allow Assiniboine River to drain onto farmlands Issue 2 2012
H, Pipe & Timber Piles Rock Drilling Residential & Light Commercial Neil Friesen 392-5121 Damon Friesen 392-5122 Office: (204) 388-4537 Fax: (204) 388-4384 www.dacopiling.com e-mail: firstname.lastname@example.org
Advertiser Index American Piledriving Equipment, Inc.. . . . . . . . . . . . . . Cover 4 Bauer-Pileco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Bay Shore Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Bermingham Foundation Solutions. . . . . . . . . . . . . . . . . . . . 32 Canadian Pile Driving Equipment Inc.. . . . . . . . . . . . . . . . . . 50 Casagrande USA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Center Rock Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 ChemGrout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
nEW paTEnTED DEsiGn HiGH sTRoKE aiR HammERs
800 #, 300 # & 150 # Allow the fastest driving of all sheet piling + wood and steel pipe piling up to 12"
Christianson Pipe Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Collins Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Consolidated Pipe & Supply, Inc. . . . . . . . . . . . . . . . . . . . . 23 Creative Pultrusions, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . 39 D.A. McIntyre Construction Ltd.. . . . . . . . . . . . . . . . . . . . . . 53 Daco Piling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Davey Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Collins Company Since 1953
Dominion Pipe & Piling . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Cell 360.708.5320 | Fax 360.387.2186 email@example.com | www.collinspilehammers.com
Force Pile Driving Ltd.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
ECA Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Geo-Foundations Contractors Inc. . . . . . . . . . . . . . . . . . . . . . 8 Geokon, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Giken America Corporation. . . . . . . . . . . . . . . . . . . . . . . . 13 GKM Consultants. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 H&M Vibro, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Hammer & Steel, Inc. . . . . . . . . . . . . . . . . . . . . . . . . Cover 3 Instantel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Interpipe Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 JD Fields & Company, Inc.. . . . . . . . . . . . . . . . 12, 28 – 29, 43 Jinnings Equipment, LLC. . . . . . . . . . . . . . . . . . . . . . . . . . 6 – 7 Junttan Oy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Liebherr - Canada Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Midwest Vibro, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Municon Consultants. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Northstar Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 PACO Ventures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Pile Drivers, Divers, Bridge, Dock and Wharf Builders Local 2404. . . . . . . . . . . . . . . . . . . . . . 8 Pile Dynamics, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Platinum Grover Int. Inc.. . . . . . . . . . . . . . . . . . . . . . . Cover 2 Shoreline Steel, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Skyline Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Soilmec North America. . . . . . . . . . . . . . . . . . . . . . . . . . . 20 TEI Rock Drills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Wolf CWC Distributors Ltd.. . . . . . . . . . . . . . . . . . . . . . . . 42
APE’s Octakong driving 72’ dia., 131’, 500 US ton pile for the 31mile long Hong Kong-Zhuhai-Macau Bridge.
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