Canadian Consulting Engineer January/February 2010 by Annex Business Media

For professional engineers in private practice

JANUARY/FEBRUARY 2010

Pipe + Tunnel Burloak Raw Water Intake New Transit in Vancouver, Edmonton & Calgary Engineering vs. Science

www.canadianconsultingengineer.com

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contents

January/February 2010 Volume 51, No. 1

Cover: Burloak Raw Water Intake. Photograph courtesy R.V. Anderson Associates/ Dave Crowder. See story p. 16.

features Water Resources Burloak Raw Water Intake. Marine pipeline, a tunnel, and new technologies were used to construct a fresh water intake in Oakville on Lake Ontario. 16

R.V. Anderson Associates Transportation A Tale of Transit in Two Cities. Edmonton’s light rail transit system was first, but Calgary’s grew more quickly because the lines were above ground.

By Nordahl Flakstad Engineering vs. Science. See story page 31.

Along the Canada Line. The new LRT in Vancouver has outstanding engineering structures, including “The Link” and an Operations and Maintenance Centre.

departments

By Jean Sorensen

Comment

Perpetual Pavement. An asphalt roadway on the Red Hill Valley

Up Front

Parkway in Hamilton is designed to last for 50 years.

Calendar

ACEC Review

Awards Call

Engineering vs. Science in the Public Eye. Engineers

Engineers & the Law

need to show that they are leaders instead

Products

of standing in the shadows.

Advertiser Index

By M.G.(Ron) Britton, P.Eng.

The Human Edge

Next issue: Minas Basin Pulp & Power; cooling the C.D. Howe Building in Ottawa; what do contractors and architects say about consulting engineers?

Golder Associates Opinion

Computers BIM - Promises and Realities. Coordinating Building Information Modeling with other structural design and analysis software can be a challenge. By Rita Wong, P.Eng., Halcrow Yolles January/February 2010

33 Canadian Consulting Engineer

comment

engineer FOR PROFESSIONAL ENGINEERS IN PRIVATE PRACTICE

C A N A D I A N C O N S U LT I N G

Editor

Bronwen Parsons E-mail: bparsons@ccemag.com (416) 510-5119 Senior Publisher

Maureen Levy E-mail: mlevy@ccemag.com (416) 510-5111

Light rail transit is not perfect answer

Art Director

Ellie Robinson Contributing Editor

Rosalind Cairncross, P.Eng.

s infrastructure dollars pour into public transit projects across Canada, the planners’ favourite child is light rapid transit, or LRT. Smaller cities like Winnipeg are building rapid busways, but larger municipalities like Toronto, Vancouver, Edmonton and Calgary are also building light rail (see page 20). Light rail vehicles today are less like trains and more like streetcars. The elongated passenger cars run on tracks that are often strung along existing streets and roads. In some cases the tracks are on a podium raised a few inches above the roadway. Cars and other traffic can only cross the raised trackbed to turn left at major intersections where there are traffic lights. There’s no doubt LRTs along existing roads cause inconvenience to other traffic, and there are definitely safety issues. I was crossing Queen’s Quay at Toronto’s Harbourfront, and halfway across thought I had reached a safe island on the raised median. Suddenly I realized a streetcar was barreling towards me and I didn’t know where to go to get out of the way. For tourists who throng this area in summer, there must be many similar hair-raising escapes. It’s common sense that heavy vehicles travelling at high speeds along a straight trajectory do not mix well with vehicles and pedestrians moving more erratically. Just in the week before I write this, two people have been killed in collisions with streetcars in downtown Toronto: one driving a car, and another a pedestrian. Because of safety issues and the frequent stops, light rail can never be truly high speed in dense urban areas such as downtown Toronto. Even on the more open suburban roads, LRT is not the perfect solution. However, it is the best we have, given the cost of tunneling mass transit subways. What light rail needs is abundant and clear signage so that anyone in its path immediately knows who has the right of way. Light rail construction also needs to be managed carefully. Excitement over plans to build a vast LRT network in Toronto faded when a disastrous report on the St. Clair Avenue project came out in January. This was a relatively simple job to convert seven kilometres of existing urban streetcar tracks into a raised LRT right-of-way. But it has taken five years (it’s still not completed), and the cost has risen from $48 million to $106 million. Toronto should look west for a better example. Vancouver’s Canada Line (see page 24) threads through 19 kilometres of new terrain, with tunnels, bridges, elevated tracks and 16 stations. The design-build-operate consortium, InTransit BC/SNC-Lavalin, finished the job in just four years, less time than it has taken to rebuild the tracks along St. Clair. If Toronto had handed the project to a public-private consortium, it might have had better results. But in terms of costs, a comparison of the two projects shows something else. It shows just how much cheaper it is to run light rail along existing arterials, as opposed to cutting new routes through fresh pastures. Per kilometre, the St. Clair project cost $15 million, the Canada Line $100 million. Bronwen Parsons 4

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12 Concorde Place, Suite 800 Toronto, ON M3C 4J2 Tel: (416) 442-5600 Fax: (416) 510-5134 CANADIAN CONSULTING ENGINEER is published seven times a year by BIG Magazines L.P., Toronto, Ont. EDITORIAL PURPOSE: Canadian Consulting Engineer magazine covers innovative engineering projects, news and business information for professional engineers engaged in private consulting practice. The editors assume no liability for the accuracy of the text or its fitness for any particular purpose. SUBSCRIPTIONS: Canada, 1 year $58.95; 2 years $88.95 + taxes Single copy $7.00 Cdn. + taxes. (GST 809751274-RT0001). United States U.S. $58.95. Foreign U.S. $81.95. PRINTED IN CANADA. Title registered at Trademarks Office, Ottawa. Copyright 1964. All rights reserved. The contents of this publication may not be reproduced either in part or in full without the consent of the copyright owner(s). ISSN: 0008-3267 POSTAL INFORMATION: Publications Mail Agreement No. 40069240. Return undeliverable Canadian addresses to Circulation Dept., Canadian Consulting Engineer, 12 Concorde Place, Suite 800, Toronto, ON M3C 4J2. USPS 016-099. US office of publication: 2424 Niagara Falls Blvd., Niagara Falls, NY 14304-5709. Periodicals postage paid at Niagara Falls, NY. US Postmaster: send address changes to Canadian Consulting Engineer, PO Box 1118, Niagara Falls NY 14304. PRIVACY: From time to time we make our subscription list available to select companies and organizations whose product or service may interest you. If you do not wish your contact information to be made available, please contact us. tel: 1-800-668-2374, fax: 416-510-5134, e-mail: jhunter@businessinformationgroup.ca, mail to: Privacy Officer, BIG, 12 Concorde Place, Suite 800, Toronto, ON M3C 4J2. Member of the Audit Bureau of Circulations. Member of the Canadian Business Press Member of Audit Bureau of Circulations Inc.

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up front

oped the standard with the U.S. Green Building Council and the Illuminating Engineering Society of North America.

Michael Elkan

BUILDINGS

Structures

Robson Square Domes A pair of elliptical domes strikes a dramatic pose for visitors to downtown Vancouver during the 2010 Winter Olympics. Located in the GE Plaza in Robson Square, the domes replaced circular ones and were designed by Read Jones Christoffersen and architects Hughes Condon Marler and Clive Grout. They won a 2009 award of excellence from the Canadian Institute of Steel Construction B.C. Chapter.

BUILDINGS

continued on page 8

CAMH

ASHRAE publishes green building standard Predicted to “revolutionize” the building industry, Standard 189.1 for the Design of High-Performance, Green Buildings Except Low-rise Residential Buildings has been published by the American Society of Heating, Refrigerating and Air-Conditioning Engineers. The standard is the first commercial green building standard in the U.S. that is designed to be adopted as part of local building codes. ASHRAE devel-

Redevelopment on Queen Street Stantec is doing architecture, structural, mechanical and electrical engineering for the first phase of the new Centre for Addiction and Mental Health at 1001 Queen Street West in Toronto’s west downtown. The entire site, on which a mental health institution has existed since 1850, is undergoing redevelopment. In this phase, three new buildings totalling 42,000 m2 are being constructed at a cost of $293 million. The 27-acre site will also have new sidewalks, shops and open spaces to integrate the complex into the neighbourhood. The three buildings (project leaders at Stantec are Colm Murphy and Barb Miszkiel) are being designed for LEEDGold certification. When the original Queen Street asylum was built in 1850 it was one of the most advanced buildings of its time, with central heating, mechanical ventilation and indoor plumbing. These were all “designed to treat patients in a humane environment.” The 19th century structures were demolished in 1976 and replaced with new buildings. The centre has been variously known as the Provincial Lunatic Asylum, 999 Queen Street (it was actually No. 1001), and the Queen Street Mental Health Centre. Stantec is part of the Carillion Health Solutions Group which signed

Left: design for Intergenerational Wellness Centre at CAMH, Queen Street West, Toronto. Right: 19th century asylum on the site, designed by architect John Howard. 6

www.canadianconsultingengineer.com

January/February 2010

ENERGY

Northern pipelines inch forward Final arguments are being held by the National Energy Board of Canada in April on the Mackenzie Pipeline. The proposed $7-billion pipeline in the N.W.T. runs 1,220-kilometres north-south from gas fields near the Beaufort Sea to northwest Alberta. The NEB has also established a joint review panel for the proposed 1,170-kilometre Northern Gateway Pipeline. It would carry crude oil west, and condensate east, between Bruderheim, Alberta and a marine terminal near Kitimat, B.C. Hush, it’s just a wind turbine A scientific advisory panel has found that “there is no evidence that the audible or sub-audible sounds emitted by wind turbines have any direct adverse physiological effects.” The scholarly panel, established by the American and Canadian Wind Energy Associations, also found that ground-borne vibrations from wind turbines are too weak to be detected by humans. Seems counter-intuitive The International Energy Agency presented a session on using solar energy for air-conditioning and refrigeration at the ASHRAE Winter Conference in January.

WANTED:

RECHERCHONS :

“My job is constantly evolving, but I was given the training to deal with whatever comes my way. Updating our technology, repairing heavy machinery, solving problems. It’s all in a day’s work.” Lieutenant (Navy) AMY O’RIELLY

« Mon métier est en constante évolution mais heureusement, j’ai été entraînée pour faire face à l’inattendu. En une seule journée, je peux effectuer la mise à niveau de nos technologies, résoudre une variété de problèmes ou même réparer de la machinerie lourde. » Lieutenant de vaisseau AMY O’RIELLY

ENGINEERS

INGÉNIEURS

FORCES.CA FIGHT WITH THE CANADIAN FORCES

1-800-856-8488 COMBATTEZ AVEC LES FORCES CANADIENNES

up front

continued from page 6

a contract in December to design, build, finance and maintain this phase of the project. Demolition has begun on the site. AWARDS

trois-Rivières warehouse wins top ASHRAE award This January. Martin Roy, P.Eng., of Martin Roy et Associés won ASHRAE’s Technology Award in the industrial category for the Sobey’s Warehouse in Trois-Rivières, Quebec. ASHRAE handed out four technology awards in total.

Martin Roy, ing. (centre) receiving his award from the American Society of Heating, Refrigerating and Air-Conditioning Engineers (ASHRAE) in Orlando, Florida.

The warehouse’s innovative mechanical systems include an ammonia central chiller and glycol secondary distribution fluid system to keep the space temperature at 4°C. WAStEWAtER

canadian technology removes phosphates from sewage Unsightly green algae floating upon lakes and waterways is an ongoing problem around the world, and it is

www.canadianconsultingengineer.com

exacerbated by the release of phosphates from sewage treatment plants. A new Canadian technology might have the answer. Dr. Donald Mavinic, P.Eng., who heads up the University of British Columbia’s environmental program, presented the patented PEARL technology before a group of Parliamentarians and others in Ottawa last fall. The technology removes up to 90 per cent of the phosphorous as well as ammonia from the liquid sewage sludge stream. It involves an upflow fluidized bed reactor that has a roughly 30-m2 footprint. Magnesium is added to precipitate a chemical reaction, producing phosphoros pellets that can be harvested. The pellets are pure, slow release fertilizer in granular form that can be sold commercially and used for nurseries and other specialized crops. Not only does the fertilizer provide a source of revenue, but also the process reduces the formation of struvite scale on plant equipment. Struvite scale can be as hard as concrete and must be removed from pipes, pumps and valves either using chisels or jackhammers, or by the application of strong chemicals. By recycling the phosphorus, the technology saves mining a non-renewable resource. “The world is running out of phosphate rocks,” Mavinic points out. Also, by capturing the phosphates from effluent, the technology stops them entering waterways.

January/February 2010

Ostara Pearl reactor.

Mavinic’s team at UBC developed the Pearl technology over 10 years. It is patented by UBC and licensed to Ostara, a Vancouver-based company. Ostara has one full-scale operating plant in Portland, Oregon that opened last year, and two more are under construction in the U.S. So far the only plant in Canada is in Edmonton; EPCOR has an Ostara demonstration plant outside the city and will add five more units in 2012 to make it full-scale. ENERGY

Ontario’s $7 billion wind and solar power deal In January, the Ontario government entered into an agreement with Samsung C&T and the Korea Electric Power Corporation to invest $7 billion in renewable wind and solar power generating clusters throughout the province. The green energy investment is said to be the largest of its kind in the world. By 2016, the output of the renewable plants will be 2.5 GW. continued on page 10

WANTED:

RECHERCHONS:

“I was looking for a career that would make a difference. Here, challenges come at you fast, and when they do, you have to deal with them. With this kind of responsibility, I can make a real impact.” Sub-Lieutenant MOHAMED ALI GUDAL

« J’étais à la recherche d’une carrière qui me permettrait de faire une différence. Ici, les défis ne se font pas attendre et il faut être prêt à y faire face. Compte tenu de mes responsabilités, je sais que j’ai vraiment un impact.» Enseigne de vaisseau de 1re classe MOHAMED ALI GUDAL

ENGINEERS

INGÉNIEURS

FORCES.CA FIGHT WITH THE CANADIAN FORCES

1-800-856-8488 COMBATTEZ AVEC LES FORCES CANADIENNES

up front PEOPLE

AECOM has new Transit Leader In January AECOM announced that Mario Péloquin will be the company’s new Transit Leader for Canada. Péloquin has 25 years in the railway, public transit and transportation industries, most recently as director of mobility at Siemens Canada. Mario Peloquin CEO new president Barry Steinberg, P.Eng. began as President of Consulting Engineers of Ontario in January. Steinberg has a graduate and master’s degree in mechanical engineering from the University of Toronto, and was most Barry Steinberg recently director of marketing for the Ontario Real Estate Association. New head for CSCE The Canadian Society for Civil Engineering has a new executive director:

calendar

continued from page 8

www.canadianconsultingengineer.com

Douglas Salloum. Salloum is a civil engineering graduate from the University of Saskatchewan. He has held positions with the World Bank and Douglas Salloum the Federation of Canadian Municipalities. COMPANIES

Hatch, Golder, Associated, Enermodal, SNC Hatch has acquired GPCo of Montreal and Salt Lake City, a company with 12 specialists in wind resources. Golder Associates has acquired Duane Miller and Associates, a firm of geotechnical engineers in Anchorage, Alaska. Associated Engineering has merged with Summit Environmental Consultants of B.C. Summit has a staff of 40. LEED specialists Enermodal Engineering have opened a new office in Edmonton. SNC-Lavalin has bought a Brazilian engineering company of 1,000 employees. Marte Engenharia specializes in power transmission.

January/February 2010

March 2-3 — 8th Annual Urban Transportation Summit, Toronto. Tel. 866-2989343, www.strategyinstitute.com March 24-26 — GLOBE 2010, Vancouver. Major biennial conference on business and the environment. Tel. 604-695-5001, www.globe2010.com March 25-27 — CMX-CIPHEX National Trade Show, Toronto. Held by the Heating, Refrigeration and Air-Conditioning Institute of Canada. Tel. 416-444-5225, www.cmxciphexshow.com March 30 — Deadline to enter Stage 1 for the 2010 Canadian Consulting Engineering Awards. See page 23. April 21-22 — Buildex Vancouver. Tel. 604-730-2053, www.buildexvancouver.com April 26-27 — CHES Canadian Healthcare Construction Course, Saskatoon. Tel. 613-531-2661, www.chesconference.com April 30 — Deadline to submit for the Sustainable Building Challenge. Projects will be part of 7th World Sustainable Building Conference (SB11) in October 2011. Tel. Gord Shymko, 403-254-4776, www.iisbe.org/sbc11/canada/call

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ACEC review

Chair’s Message

Infrastructure is an investment – not an expense

ever in recent memory has infrastructure been so much on the minds of government than over the past year of economic (and occasionally political) uncertainty. ACEC is encouraged that infrastructure is starting to become recognized as an investment in our prosperity rather that an expenditure. However, as demonstrated by the temporary and short-term nature of most infrastructure funding mechanisms, we still have much work to do to ensure that Canadians and their governments at all levels fully understand that there is a significant difference between public spending and public investment. Unless ACEC and its members speak out, the current investments in infrastructure will be short-lived — and taxpayers will be short-changed. It is certainly true that investing in infrastructure can have an almost immediate stimulus effect that cascades through the economy — creating direct and indirect employment opportunities. However there are other opportunities to build our economy through infrastructure investment that are still not being leveraged to their full potential. The longer-term benefits of infrastructure investment include much more than job creation. A longer term strategic view of infrastructure investment would not only provide much needed employment opportunities, but also create a stronger and more robust economy that is

more resistant to periodic downturns. From water systems to hockey rinks; from roads and public transportation to museums and hospitals — infrastructure permeates every aspect of our economic, social and environmental quality of life. However, the payback on these investments spans decades — requiring a perspective that far exceeds usual government budgeting cycles. By leveraging the strategic value of infrastructure, Canada can increase its competiveness as well as its attractiveness as a place to live and invest. Conversely, short-term programs often result in the most expedient projects, rather than the ones with the most strategic or long-term economic value. This limits the potential long-term competitive advantages to the Canadian economy. The opportunity to receive the best return on infrastructure investment is jeopardized. Further, the tendency towards one-time funded infrastructure programs creates a great deal of uncertainty for provinces and municipalities. Such uncertainty does not allow municipalities to adequately plan their longer-term infrastructure needs — preventing them from investing strategically. There is a great deal at stake and ACEC has expanded its government relations and advocacy activities over recent months and is aggressively promoting the need for a longterm and sustainable approach to infrastructure investment. ANDY ROBINSON, P.ENG., CHAIR ASSOCIATION OF CONSULTING ENGINEERING COMPANIES (ACEC)

Message du Président du conseil

L’infrastructure est un investissement – pas une dépense

amais de mémoire récente l’infrastructure a-t-elle été aussi présente dans les préoccupations du gouvernement qu’au cours de la dernière année d’incertitude économique (et parfois politique). L’AFIC est encouragée de constater que l’infrastructure commence à être reconnue comme un investissement dans notre prospérité plutôt que comme une dépense. Cependant, la nature de la plupart des mécanismes de financement de l’infrastructure nous indique que nous avons encore beaucoup à faire pour nous assurer que nos gouvernements comprennent bien le rôle des ingénieurs dans tous les aspects de notre qualité de vie économique, sociale et environnementale. Si l’AFIC et ses membres ne se font pas entendre, les dépenses actuelles dans l’infrastructure seront éphémères et les contribuables n’en auront pas pour leur argent. Il est certainement vrai que les investissements dans l’infrastructure peuvent avoir un effet stimulant presque immédiat sur toute l’économie en créant des emplois directs et indirects. Il existe toutefois d’autres possibilités de stim12

Canadian Consulting Engineer

January/February 2010

uler notre économie en investissant dans l’infrastructure, possibilités dont on ne tire pas encore pleinement parti. Les avantages à long terme des investissements dans l’infrastructure ne se limitent pas à la création d’emploi. En plus de contribuer à créer des emplois dont le pays a tant besoin, une stratégie à plus long terme pour les investissements dans l’infrastructure créerait aussi une économie plus forte et plus robuste qui résisterait mieux aux ralentissements périodiques. Mais comme le rendement de ces investissements peut s’échelonner sur plusieurs décennies, il est important d’adopter une perspective qui s’étend bien au-delà des cycles budgétaires des gouvernements. Comme il s’agit d’un enjeu de taille, l’AFIC a accéléré ses activités de relations gouvernementales et de représentation pour promouvoir encore plus activement le besoin d’une approche à long terme et durable pour les investissements dans l’infrastructure. ANDY ROBINSON, P.ENG., PRÉSIDENT DU CONSEIL ASSOCIATION DES FIRMES D’INGÉNIEURS-CONSEIL (AFIC)

ACEC review

What does the cabinet shuffle mean for engineers?

n January 19, 2010, Prime Minister Stephen Harper shuffled his cabinet. But what does this mean for engineers? Three portfolios of interest to the consulting engineering industry were affected, namely Treasury Board, Public Works and International Trade. These three Ministries have been assumed by Minister Stockwell Day, Minister Rona Ambrose and Minister Peter Van Loan respectively.

Importance of Treasury Board The most important of these files is Treasury Board since its guidelines impact all federal government departments. With regard to one of ACEC’s top issues, the procurement of engineering services, Treasury Board is responsible for establishing the policy that governs procurement practices. Departments are allowed to interpret the policies to some extent, but major change needs to be instituted at the Treasury Board level. Prior to his posting as President of the Treasury Board, Minister Stockwell Day was responsible for Public Safety, and subsequently International Trade. ACEC has enjoyed a receptive relationship with the Minister to date and expects the engagement to continue as he assumes this important role. In addition to setting policy, the Treasury Board Secretariat is also responsible for controlling government spending. On the day of the shuffle, Minister Day indicated that his top priority will be to balance the budget once the economy stabilizes. The result of this priority is likely a curb in infrastructure spending. To address this concern, ACEC will be working hard to deliver a strong message: Canada needs a sustainable infrastructure plan to address the growing infrastructure deficit, and to properly plan and invest in our collective future. This exact message has recently been delivered on several occasions,

including a presentation to the Standing Committee on Finance by ACEC’s President, John Gamble, P.Eng. In addition, ACEC held a “Hill Day” in early November consisting of about 40 meetings with Ministers, Parliamentary Secretaries and MPs. While some saw the pervasive need to invest more wisely in Canada’s infrastructure (and in a more sustainable way), others indicated the more likely reality that no more spending on infrastructure will ensue past the existing programs (stimulus and otherwise). Public Works and Government Services Canada (PWGSC) Over the years, ACEC has established a strong relationship with PWGSC and its civil service. This relationship is expected to continue under Minister Ambrose. Through regular meetings such as the Federal Industry Real Property Advisory Council (FIRPAC), ACEC has become a trusted partner and is

involved in both major and minor consultations as policies and practices evolve through the department. International Trade ACEC has long-standing relationships with both CIDA and DFAIT on a number of issues related to international trade. ACEC plans to introduce these issues to Minister Van Loan and demonstrate how the consulting engineering sector can support both our presence abroad and enhance Canadian competitiveness in the global marketplace. Each of these federal Ministers is well known to ACEC and we look forward to engaging each of them in their new portfolios. It is ACEC’s intention to request meetings when the House returns on March 3 in an effort to work together as our country ploughs through this challenging time. For more information on ACEC’s Government Relations activities, contact Susie Grynol at sgrynol@acec.ca.

ACEC offers fairer, clearer agreements for engineers and clients

he newly available ACEC Document 31 - Engineering Agreement Between Client and Engineer is now available from ACEC in both English and French. This newly updated version is the result of a lengthy process, consuming many hours of dedicated volunteer time by members of the ACEC Contracts Committee chaired by John Collings, P.Eng., principal of Collings Johnston Inc. The updated document is comprehensive. Reflecting many significant developments in engineering practice and in commercial law over the past years, it fairly balances both the engi-

neer’s and the client’s responsibilities and interests. The updated document has also been made more userfriendly by adopting an easy to follow format and utilizing easily understood language. The scope of work can be defined and customized using any combination of nine schedules of engineering services — allowing ACEC Document 31 to be used for a wide range of assignments including feasibility studies, front-end engineering design and other project management roles. The agreement may also be appendcontinued on page 14

January/February 2010

Canadian Consulting Engineer

ACEC review

ACEC offers fairer, clearer agreements… continued fron page 13 ed, allowing it to be used for highly specialized and unique projects. As a result, the updated ACEC Document 31 is an industry standard document that is relevant to today’s business and legal environment. It reduces the risks associated with contract disputes and litigation by providing clarity and consistency, and it is insurable. Most importantly, it is designed to allow for the best possible project outcome for both the engineer and the client. The ACEC Contracts Committee has also developed a guide to accom-

pany Document 31. The guide offers commentary and practical advice on using the document. It explains the intent and rational of key features of the agreement, demonstrating how it fairly balances risk and reward for all parties. Both the guide and the new version of the document are currently available free of charge from ACEC and can be accessed at www.acec.ca under Publications. Currently, the ACEC Contracts Committee is undertaking a similar review of ACEC Document 32 - Agreement between Engineer and Sub-Consul-

tant, which is anticipated to be in high demand by ACEC members. The development and review of contract documents requires the expertise of key insurance professionals and experts in construction law. ACEC enjoys a long-standing relationship with Derek Holloway of ENCON Group Inc., Owen Pawson of Miller Thomson, LLP, and David Kauffman of De Grandpré Chait, LLP. It would not be possible for ACEC to develop valid and usable contract documents without the support of these individuals.

Legal and insurance expertise anchors Contracts Committee

he ACEC Contracts Committee is currently among the most active of ACEC committees. Chaired by Board member, John Collings, P.Eng., this committee develops, reviews and updates a suite of service agreements designed specifically for use in the consulting engineering sector. Earlier this year, ACEC Document 31 - Engineering Agreement

Canadian Construction Documents Council (CCDC). CCDC produces a number of contracts used extensively in the construction sector. All of the documents created, reviewed or endorsed by ACEC through the Contracts Committee are intended for use as legally binding commercial documents. Therefore, ACEC is fortunate to be able to

Left: David Kauffman, De Grandpré Chait, LLP. Centre: Owen Pawson, Miller Thomson, LLP. Right: Derek Holloway, Vice-President, ENCON Group Inc.

Between Client and Engineer, was updated and modernized to reflect the current legal and business climate (see above article). A review of ACEC’s other service agreements is currently underway. The Contracts Committee also supports ACEC’s role in representing the consulting engineering sector on the 14

Canadian Consulting Engineer

avail itself of extremely knowledgeable and experienced legal expertise. The important contribution of David Kauffman and Owen Pawson, both nationally recognized experts in construction and business law, is instrumental to the success of the contracts committee. David Kauffman is with the Con-

January/February 2010

struction Practice Group at De Grandpré Chait LLP in Montreal. Over the course of his career he has pleaded cases before the Supreme Court of Canada, Federal Court of Canada and the courts of Québec. Owen Pawson is a partner from the Vancouver office of Miller Thomson LLP and graduated from the University of British Columbia School of Architecture prior to earning his law degree. Both individuals have authored numerous articles and papers in publications and journals across Canada – including Canadian Consulting Engineer magazine. Similarly ACEC strives to ensure that its agreements are sound from an insurability perspective. To this end, the ACEC Contracts Committee benefits from the participation of Derek Holloway, Vice-President with the ENCON Group and one of Canada’s leading experts on professional liability, loss prevention and risk management. ENCON Group, De Grandpré Chait LLP and Miller Thomson LLP are corporate partners of ACEC and generously support the participation of Mr. Halloway, Mr. Kauffman and Mr. Pawson on the ACEC Contracts Committee.

ACEC review

Save the date! ACEC National Summit – June 23-26

ark down June 23-26, 2010 in your calendars for the ACEC annual Summit set to take place in St. Andrews by-the-Sea, New Brunswick! The event will be hosted at the Fairmont Algonquin, in what is known as one of eastern Canada’s most charming and historic towns. Preparations are well under way as ACEC plans for another highlevel event. Industry leaders and experts from all over Canada are expected to attend where presentations will be made on several topics affecting the consulting engineering industry today. The conference program will again offer opportunities for Young Professionals (YPs) to share experiences and interact with the leadership of Canada’s consulting engineering sector. Also in the works for YPs, will be the popular technical tour highlighting engineering work in the southeastern region of New Brunswick. Conference fees for the YPs will

be discounted from regular delegate fees. Promised again this year to return, is the PSMJ preevent bootcamp and trends seminar, the CEO and Principal’s Roundtable, the crossCanada reports, and the ACEC Annual General Meeting. Fun activities are also being planned to allow delegates and partners the op-

portunity to take in some of the local flavour on the New Brunswick coast. Save the date and don’t miss this

opportunity to network with your peers on the issues important to you and the consulting engineering industry today! For more information on registration and hotel bookings, please contact the ACEC office at 1-800-565-0569 or by emailing events@acec.ca.

“Engineering Legacies” DVD Hits Universities Across Canada

he Engineering Legacies campaign has now released its long-awaited DVD compilation. The DVD, which is the cornerstone of a student outreach campaign, contains highlights of footage collected over the last year featuring young engineers at work. Stories showcasing life in the real world reveal many aspects of working in consulting engineering, including different positions, opportunities and world travel. ACEC, in cooperation with its member organizations, will be participating in many events across the country as the campaign rolls out over the coming winter months. ACEC recently attended the Canadian Federation of Engineering Students Congress at McMaster University in Hamilton, Ontario where they met

with several engineering student society leaders to talk about careers in consulting engineering. The excitement generated from previewing the highlight reel was tremendous and garnered many comments from students who are now considering consulting as their number one career choice. “After having an opportunity to work for a consulting firm, I am now considering pursuing a career in consulting engineering because of the variety it brings in terms of the different interactions with people in the industry and the opportunity to be involved in many different projects,” says Danielle Kitts, a thirdyear mechanical and management student at the University of Ontario Institute of Technology who was

a delegate at the CFES Congress. Video Tour Update ACEC, together with its Member Organizations, continues to roll out the Engineering Legacies campaign and is gaining tremendous visibility on engineering campuses from coast to coast. A record number of students continue to visit the Engineering Legacies website (www.engineeringlegacies. com) to watch video modules and to learn more about a career in consulting engineering. For more information about the Engineering Legacies campaign, contact Susie Grynol, Director of Public Affairs and Business Practices at sgrynol@acec.ca or 1-800-565-0569.

January/February 2010

Canadian Consulting Engineer

water resources

R.V. Anderson Associates

By combining marine pipeline with a tunnel, the design-build team for an intake from Lake Ontario to Oakville made construction easier and faster.

Burloak Raw Water Intake

R.V. Anderson/Mark Bruder

a marine pipeline in the lake. The combination of tunnel and pipeline allowed for a shallower tunnel and reduced the depth of the access shafts. Instead of having to construct a riser shaft in 17-metre deep water, for example, the shaft connecting the tunnel to the marine pipeline was constructed in only 5 metres of water.

Above: intermediate riser shaft connecting the tunnel with the pipeline.

riginally, plans for a new water intake to feed the Burloak Water Purification Plant in Oakville, west of Toronto, called for a tunnel to be excavated for the entire distance between the intake site and the plant. The intake is 1.4 kilometres out in Lake Ontario and the plant is 1.3 kilometres north of the lakeshore. However, the design-build team of

C&M McNally (general contractor), R.V. Anderson Associates (design engineer) and Dean Construction (marine sub-contractor) proposed an alternative concept that saved $6.4 million over the base bid and enabled the work to be completed in the tight schedule of 30 months. The design-build teamâ&#x20AC;&#x2122;s alternative solution combines a tunnel with

www.canadianconsultingengineer.com January/February 2010

Tunnelling and riser shaft A tunnel boring machine (TBM) was first launched from an entry shaft in Oakvilleâ&#x20AC;&#x2122;s South Shell Park, near the shore of Lake Ontario. The Robbins TBM bored a 3-metre diameter tunnel north at a depth of up to 23 metres, reaching the site of a new water treatment plant in nine months. McNally used its own patented roof support system to stabilize the tunnel crown until the concrete liner was installed. The TBM then tunnelled 320 metres south under the lakebed until it reached a riser shaft that connects the tunnel and the marine pipeline. The riser shaft is 3.5 metres in diameter and was drilled 10 metres into the lake bed from the deck of a jack-up barge. The shaft consists of a custom-built precast concrete chamber section and a section of 1800-mm diameter concrete pressure pipe installed vertically into the bored shaft. The chamber uses standard concrete pressure pipe joints for sealing its plugs and cap and for making the connection between the vertical shaft and the pipeline. Duckbill valves (one-way rubber check valves) allow air bubbles released in the pipeline to escape into the lake at the riser shaft location. When the TBM was within two

water resources

Plant (North) Shaft

Lakeshore Shaft

North Tunnel

South Tunnel

Lake Ontario Intermediate Riser Shaft

Intake Structure

Marine Pipeline

Base Bid Concept

Top left: the site. Above: diagram showing base bid concept (red), vs. the constructed design (black). Top right: tunnelling.

metres of the riser shaft, the machine was halted and two small holes were drilled from the tunnel into the shaft to allow trapped water to drain from the shaft in a controlled manner and to check that the seals at the top of the shaft were holding. Once the water had drained from the shaft, the TBM advanced through the bottom of the shaft to complete the tunnel. Hydro-pull technology To accelerate the process of installing the marine pipeline under water, the team used a method that had not been used in Canada previously. The patented H&R Hydro-Pull system uses a pressure differential between the interior of the pipe and the surrounding water to connect the concrete units. The two units are manoeuvred into place, a pump is turned on to create a pressure differential that pulls the two sections together, and the jointing is completed in just 4 to 6 seconds. The diver needs only to direct

the placement of the joint with the equipment supporting the pipe. Intake structure At the end of the pipeline is a 6.8metre diameter precast concrete intake structure that looks like a mushroom cap, with stainless steel trash screens around the perimeter. Four 75-mm diameter PVC pipes along the pipeline are used to chlorinate the intake to discourage zebra mussels and to enable sampling of the quality of the raw water. Provision was provided along the pipeline for a second intake structure. Looking after fish Approvals from three different government agencies had to be met, and one of their environmental concerns was the 1,060-metre long trench that needed to be blasted in the lake bottom to hold the pipeline. To minimize the impacts, the team used precise surveying and drilling techniques,

using a GPS receiver that could locate the blast holes with a 20-cm accuracy. To frighten fish away before the blasting, a simple solution was used: a concrete vibrator inside a steel pipe. Also, an air bubble curtain in the lake reduced the shockwaves and the spread of turbidity during blasting. Stone added over the pipeline trench created new habitat for the fish, while over 90% of the material excavated from the tunnel went to a nearby brick plant. Clean water for the community The 2.4-m diameter finished tunnel enabled the capacity of the intake to be double the required 220 megalitres a day, providing extra capacity for the region in future. The project was completed on schedule and $850,000 under the final negotiated contract price. It recently won the 2009 Ontario Public Works Association Project of the Year Award in the structural category for projects worth more than $10 million. cce Owner: Regional Municipality of Halton Design engineer: R.V. Anderson Associates (Tom Richardson, P.Eng) General contractor: C&M McNally Corp. Other key players: Dean Construction (marine subcontractor), Associated Engineering (contract administration), Geo-Canada (geotechnical), Bowfin (environmental), Munro Concrete Products (concrete pressure pipe and Hydro-Pull)

January/February 2010

Canadian Consulting Engineer

City of Edmonton

transportation

EDMONTON AND CALGARY BOTH HAVE LIGHT RAIL TRANSIT SYSTEMS, BUT CALGARY’S GREW MORE QUICKLY, THANKS PARTLY TO ITS APPROACH OF RUNNING THE LINES ABOVE GROUND Above: Edmonton’s existing and proposed LRT system.

A TA l e o f T r A n

BY NORDAHL FLAKSTAD

n various ways, Edmonton and Calgary have steered down different tracks when it comes to light rail transit (LRT). Edmonton left the station first when in 1978 the city was host to the Commonwealth Games and opened its LRT system. In fact, the Alberta capital lays claim to being the first North American city to develop a modern LRT line. Other cities following suit included San Diego and Sacramento, as well as Calgary, which opened its LRT system in 1981. In Calgary, the LRT opening happened before another major sporting event — the 1988 Winter Olympics were on the horizon. In this race, Calgary in many ways has been the tortoise: slower in getting going but in many respects steadier in its advance than its rival 300 kilometres to the north. It is suggested that Calgary learned from what some consider miscues by its northern neighbour. Notably, Edmonton built tunnels for downtown portions of its LRT. The result was that for more than a dozen years Edmonton’s LRT figuratively spun in

www.canadianconsultingengineer.com January/February 2010

Nordahl Flakstadt

City of Calgary

transportation

Above: Edmonton LRT.

Above: Calgary’s existing and proposed LRT system.

sit in Two Cities its tracks and consisted of a relatively short line with a southern terminus close to the Alberta Legislature. From there, the route ran north and east past four other underground stations, before surfacing and heading above ground past stations at Commonwealth Stadium and Rexall Place (home of the Edmonton Oilers). It ended at Clareview in the city’s northeast. The completion in 1991 of Western Canada’s first concrete segmental box girder bridge (the Dudley B. Menzies) drove the LRT south across the North Saskatchewan River to a station tunnelled under the University of Alberta. The U of A station remained the southern terminus until 2005, when the LRT pushed to the surface and ran a short distance to the Health Sciences Station. Meanwhile, Calgary’s so-called CTrain system kept spreading outward. Importantly, Calgary chose to construct virtually all of its LRT on the surface, including portions running on dedicated tracks along 7th Avenue in the downtown core. That continued on page 20 January/February 2010

Canadian Consulting Engineer

transportation

continued from page 19

Transit Systems Expand Across Canada Across Canada, cities are in the throes of expanding their public transit systems. This huge injection of capital into transportation infrastructure provides a great deal of work for consulting engineering firms. Halifax - The new Ragged Lake Transit Centre on a 16-acre site on the Dartmouth side of Halifax harbour is due to open this year. There are also plans for a fast ferry service across the harbour. Quebec City - Last year the regional transit agency, RTC, opened an 18,000-m2 Centre Metrobus for articulated buses in Armand-Viau industrial park. Montreal - A $12-million study is under way by the Agence métropolitaine de transport (ATM) to extend three of the four lines of Canada’s oldest urban transit system. The studies are

investigating station locations, technologies and costs to extend the yellow line into Longueuil, the blue line into the east end of Montreal, and the orange line farther into Laval in the northwest. The orange line first reached Laval in 2007. That $748-million project was led by SNC-Lavalin and involved tunnelling under Rivière des Prairies (CCE January-February 2008). Ottawa - In January after much debate, the city council approved “functional plans” for a new downtown light rail transit system running eastwest through the downtown core and beyond. As well, the O-Train is a dieselpowered light rail that runs 8 kilometres south towards the airport. Last September, the city paid $37 million in settlement to Siemens and St. Lawrence

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Cement for a cancelled north-south light rail transit system. Toronto - Under the auspices of Metrolinx, Canada’s largest city and surrounding municipalities including Hamilton have plans for a 1,200-kilometre rapid transit system — the largest transit expansion in half a century. Construction is pegged at $2 billion annually over the next 25 years. Immediate priorities are the “Big 5” projects. Two of these are under construction. In Toronto, the Toronto Transit Commission is adding a light rail system to extend the Sheppard East subway. In York Region to the north, a dedicated rapid bus lane is being built along Highway 7 from Markham to Richmond Hill. The other three priorities in the works are the Finch LRT in Toronto’s northwest; extensions and upgrades to the existing Scarborough LRT in the east; and — perhaps most needed — the Eglinton Crosstown LRT which will take riders east-west across the centre of the city, linking to a line to Pearson International Airport. Winnipeg - The Prairie city has embarked on the first phase of a rapid transit system with the construction of the Southwest Rapid Transit Corridor due for completion in 2011. The $138-million grade-separated busway uses existing rail rights-of-way and also travels alongside roads. It will connect downtown with the University of Manitoba and the southwest. Dillon Consulting is prime consultant. Calgary & Edmonton - See main article. Vancouver - After the Canada Line opened in August 2009 connecting downtown to Richmond and the Vancouver International Airport, Translink has no immediate plans for more light rail construction. However, the transit agency is studying a new 12-kilometre line west to the University of British Columbia, and an expansion of the Expo Line southeast into Surrey.—BP continued on page 22

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strategy not only saved money that otherwise might have been sunk into tunnels, it also provided funding that let the CTrain routes thrust outward in a Y-shape to the northwest and northeast, as well as due south. The CTrain system now encompasses 44 kilometres of track and 38 stations. Contrast that with its Edmonton counterpart, which until quite recently extended 12.4 kilometres and had just 11 stations. Significantly, Calgary’s more farreaching system has translated into an LRT ridership exceeding 280,000 per weekday. The system has more than doubled its passenger load between 1995 and 2005, and it added a further 60,000 passengers per day in the last four years. According to Ron Collins, spokesman for Calgary Transit, it is “the fastest-growing light rail transit system in North America in terms of the num-

ber of people we carry.” Meanwhile, Edmonton — with approximately the same population as Calgary, though far more spread out — anticipates that recent and soon-toopen expansions will double its weekday LRT ridership to just 100,000. Employment patterns and local government configurations in the two metropolitan areas also help explain ridership differences. More Calgarians work near the downtown LRT hub and most Calgary-area residents live within the city limits. Fewer Edmontonians work downtown and only recently has there been increased regional transit cooperation involving Edmonton and adjacent sizeable centres such as St. Albert and Sherwood Park. Edmonton sees the light Not only has the Edmonton Transit System broken to the surface on the

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Definition of Light Rail: An electric railway with a ‘light volume’ traffic capacity compared to ‘heavy rail.’ Light rail may use shared or exclusive rights-ofway, high or low platform loading, and multi-car trains or single cars. Also known as “Streetcar,” “Trolley car,” and Tramway.” — American Public Transportation Association (APTA).

city’s south side, it appears city politicians and transit planners have seen the light when it comes to current and future extensions. The city is building and planning extensions to the system in almost all directions, and it is planning to operate most sections along surface routes. By April, for example, the LRT will extend from the Health Science Station 7.8 kilometres south to a new station at Century Park, an expanding residential cluster. The new portion of the LRT line alternates running alongside and in the middle of broad rights-of-way that also carry cars and other vehicles. While these LRT extensions under construction and those soon opening mainly run on the surface, they embody the original design concept of high-floor LRT vehicles. That means most of the mechanical equipment is located underneath the train and passengers board the cars from raised platforms, requiring a special infrastructure such as access ramps. However, high-floor LRT technology does not seem to be the future direction. As proposed, the southeast and west LRT extensions (including recently approved new lines to the Mill Woods area and beyond the West Edmonton Mall) will largely run along existing traffic routes and will use low-floor vehicles with street-level access to the cars. Such an “urban” LRT system, in contrast to the existing “suburban system,” will permit more frequent spacing of stations, thereby positioning them within easi-

call for entries 2010 er walking distance for commuters. Downtown, passengers will be able to switch easily between the various lines, but, since the existing and new routes will employ incompatible rolling stock, the old and new lines won’t physically interconnect. Within an even longer timeframe, the planners envision a six-spoke system that would include building a northwest and an eastern line reaching into the adjacent municipalities of St. Albert and Strathcona County.

Canadian Consulting Engineering Awards / Prix canadiens du génie-conseil

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SCHREYER AWARD Continuing the tradition, the Schreyer Award is the top technical award, given to the project that scores highest in the technical categories

PLUS 10 AWARDS OF EXCELLENCE Stage 1 deadline:

Entries are now invited for the 42nd annual awards.

Tuesday, March 30 Calgary goes west Notices of Intention to Enter and $235.00 fee. Calgary also anticipates adding new at-grade stations. It extended the Stage 2 deadline: CTrain network northwest to CrowTuesday, May 4 foot Station this past summer, and Complete Entry Binder, Official Entry Form & continues extending the northeast Electronic Project Summary line. New stations at Martindale and Saddle Ridge are scheduled for the For details (in English 9:43 and French) to obtain Systemair 1/21/10 AM andPage 1 a next few years. Notice of Intention to Enter form, visit www.canadianconsultingengineer.com/awards Program co-sponsors: However, the most immediate CTrain priority is the West LRT projContact Bronwen Parsons, Editor, Canadian Consulting Engineer magazine, ect linking downtown to six new statel. 416-510-5119, e-mail bparsons@ccemag.com tions. In late October 2009, the WestLRT design-build contract was awarded to SNC-Lavalin, which leads a jointSystemair is a leading ventilation company with venture team that includes Graham operations in 38 countries in Europe, Asia, Middle East, Infrastructure, Cana Construction South Africa , North America and Australia. and Enmax Power Services. Calgary’s West LRT expansion is • Energy Recovery Ventilators • Inline Duct Fans scheduled for completion by the end of 2012 and has a price tag of • Heat Recovery Ventilators • Air Terminal Devices $700 million, though officials in• Powered Roof Ventilators • Controls and Accessories volved expect that the eventual cost may exceed that figure. Calgary and Edmonton share overlapping visions of expanded LRT systems serving as more than just Choose from 5 sizes of ways of moving additional people. Roof-Top ERVs powered by Both see LRT extensions also spurEBM/Papst external rotor motors. Superior adsorption ring transit-oriented development in type energy recovery wheel the form of higher-density residenmaximizes latent and tial, office, institutional and retail sensible transfer lowering growth clustered around current and cooling and heating loads on the building planned LRT stations. For Edmonton’s general manager of transportation, Bob Boutilier: “The LRT is not just about moving people. cce It’s about building a city.” BOOTH #2306 Association of Canadian Engineering Companies (ACEC) Association des firmes d’ingénierie du Canada (AFIC)

Nordahl Flakstad is a freelance writer based in Edmonton.

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www.systemair.net Canadian Consulting Engineer 23

January/February 2010

transportation

BY JEAN SORENSEN

Along the Canada Line The new Canada Line in Vancouver has outstanding engineering structures, including â&#x20AC;&#x153;The Linkâ&#x20AC;? and an Operations and Maintenance Centre.

24by Jean www.canadianconsultingengineer.com January/February 2010 Photo Sorensen

This page: North Arm Bridge, an “extradosed” design by Buckland & Taylor, carries the Canada Line and a pedestrian-cycle path. Facing page: YVR Station living wall. Buckland & Taylor

he $1.9 billion Canada Line, a rail-based rapid transit line linking central Richmond, the Vancouver International Airport and downtown Vancouver, is not only one of the largest construction projects in B.C. history, but also a showcase of Lower Mainland engineering. The 19-kilometre transit line opened ahead of schedule in August 2009 in good time for the 2010 Winter Olympics. The project involved: tunneling through downtown Vancouver, a major cut and cover project outside the downtown core, 16 stations (eight underground, two at grade, and six elevated), two bridges over the Fraser River (one over the North Arm and a second over the Middle Arm to Sea Island), plus an operations and maintenance centre. Bridge engineer Buckland & Taylor won a Canadian Consulting Engineering 2008 Award of Excellence for the North Arm bridge (CCE Oct-Nov. 2008). The line also has unique features such as a partially sheltered pedestrian path over the North Arm, and North America’s largest “living wall” at the Vancouver airport “YVR” station. This green wall is made of planted cubes arranged in a two-storey tapestry of colour and textures. The line itself was designed and constructed by SNCLavalin as part of InTransit BC, the private consortium that helped finance and is also contracted to operate and maintain the line for 35 years. Canada Line Rapid Transit, a subsidiary of TransLink the regional transportation authority, oversaw the project. The LRT’s route from Vancouver downtown is shaped

like a Y, with the left arm going into Richmond and the right going to the airport. It connects two high-traffic areas: the airport and the downtown Waterfront Station. The latter is a stop for the West Coast Express, SkyTrain, buses, the Seabus -- and many pedestrians. The station is underground and adjacent to a 1910 former Canadian Pacific Rail facility that needed adapting. “It was an interesting challenge,” says Andrew Metten, P.Eng. of Bush Bohlman & Partners, the structural engineers who devised the modifications to the heritage building so that it could connect to the new underground station. “We had to keep all transit operating during construction.” Bush Bohlman devised the plans for ripping through the main floor and creating a whole new level below, complete with modifications for elevators and stairs. Much of the work was beneath the main concourse level and went completely unnoticed by the commuters. The Link At Vancouver International Airport, YVR station is linked by a bridge to an award-winning $125-million, five-storey steel and glass structure known as the Link. Passengers arriving and departing via the Canada Line enter or exit the Link at Level 4, moving along a 12-m high bridge suspended from Level 5. The Link connects to both the international and domestic terminals, expected to handle 21 million passengers this year. The Link is signature architecture designed to convey a spacious feeling, complete with an oval structure continued on page 26 January/February 2010

Canadian Consulting Engineer

transportation

continued from page 25 Kasian

Above: Canada Line terminus at YVR-Airport Station. The station sits 18 metres high straddling a road and has a large green wall covering its north side. Left: Link building and bridge connection from YVR-Station. Both YVR Station and the Link were designed by Kasian Architecture with Read Jones Christoffersen as structural engineers. msphoto.ca

measuring 17 m wide, 41 m long and 33 m high. The oval provides a unique visual connection to the land, sea and sky that surround the airport, but providing the views called for a five-degree sloping enclosure and a sevendegree sloping roof. Steel beams on the upper levels were contoured to resemble tree limbs stretching into the sky. A striking 12 metre totem pole rises from Level 3. Structural engineering firm Read Jones Christoffersen (RJC) was chosen by Kasian Architecture Interior Design to translate the building’s bold design into a reality through the use of steel. The project won the Canadian Institute of Steel’s award of excellence in the architectural category in 2007. The Link was one of the last projects completed by RJC’s team under the leadership of structural engineer Rick Banman before he succumbed to cancer. “RJC is very proud of the contribution that Rick and his team of engineers and technicians made. Their structural creativity was instrumental in the creation of this iconic structure at Vancouver’s gateway airport,” says RJC principal Jeff Corbett, P.Eng. Operations and Maintenance Centre The Operations and Maintenance Centre for the Canada Line is another example of architectural and engineering innovation. The rail line runs through the centre’s yard so Right: rendering of the Canada Line Operations and Maintenance Centre, designed by Omicron as architects and engineers.

www.canadianconsultingengineer.com January/February 2010

the design had to be more than simply utilitarian. Omicron provided the architectural and engineering design. Located on a seven-acre Richmond site, the centre consists of one large structure with associated service buildings such as a wheel lathe building and transit power station. The centre’s roof form is a shallow curve, arcing west towards Richmond. The roof provides a screen for the rooftop mechanical units so that only a clear, carefullycomposed roofscape is seen. The Omicron team combined the building’s need for a high degree of ventilation with heat recovery air handlers, and a displacement ventilation air supply system. The office areas have suspended radiant heating and cooling panels with localized control. In the area where garage doors receive rail cars needing work, an air curtain system is employed. Any pollutants draining from the shops or car washing area are directed into a trade waste sump system and intercepted before reaching municipal sewers. While the owner had not originally designated the Operations and Maintenance Centre as a green structure, the Omicron team was pleased to be able to provide some sustainability features while still maintaining the project budget. CCE Jean Sorensen is a freelance writer based in Vancouver Omicron

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transportation

Golder Associates

An asphalt road developed for the Red Hill Valley Parkway in Hamilton is so durable it is designed to last for 50 years.

Perpetual Pavement

older Associates designed a “Perpetual Pavement” for the new four-lane Red Hill Valley Parkway in Hamilton, southern Ontario. Golder’s project won the Willis Chipman Award from Consulting Engineers of Ontario in 2009. The Perpetual Pavement is designed to last 50 years, whereas conventional asphalt pavements are

70 mm course of Superpave 25.0 and then 50 mm of Superpave 19.0. These high-quality binder courses provide a strong stone skeleton resistant to rutting. Finally, there is a 40 mm Stone Mastic Asphalt (SMA) surface course. The mechanistic properties of the asphalt mixes had to be determined by laboratory testing at the mix design stage; Golder developed six special specifications for mix types. Conventional Deep Perpetual Strength Design Pavement Design The contractor had to achieve tight tol40 mm Wearing Course 40 mm Wearing Course erances with reasonable effort. 120 mm Asphalt 120 mm Asphalt Binder Course Binder Course Construction traffic was strictly 150 mm Granular Base 80 mm Rich Bottom Layer limited to avoid damaging newly placed lifts. There 150 mm Granular Base were no cold lon450 mm Granular Subbase gitudinal joints, 370 mm Granular Subbase and the potential for segregation was Above left: comparison of conventional deep strength and perpetual pavement structures designed eliminated by using for the Red Hill Valley Parkway. Above right: asphalt layers. a Shuttle Buggy material transfer vehicle. typically designed to last 20 years. Hill Valley Perpetual Pavement is Until this project, there was very limita “bottom-up” design. The road is An advanced monitoring system was ed experience with these long-lasting designed so that the tensile strength built into the roadway that measures pavements in Canada, so the design at the bottom of the asphalt does both traffic and pavement response. Since it opened in 2007, the parkway involved feasibility studies, mechanisnot exceed 70 microstrains, which has carried around 80,000 vehicles a tic properties testing, and consultashould prevent fatigue cracking. day, and the pavement has remained tion with some of the world’s leading The compressive strain at the top of in excellent shape. Today more perpetexperts in pavements and materials. the subgrade should not exceed 200 ual pavements are being constructed A conventional pavement on a high microstrains, which should prevent cce volume highway will likely require two subgrade rutting. in Ontario and Alberta. major rehabilitations over a period The pavement consists of 370 Client: City of Hamilton of 50 years. These, depending on the mm of subbase, 150 mm of granular Pavement/materials consultant: Golder type of structure, may include milling base and then several lifts of asphalt Associates (Ludomir Uzarowski, P.Eng., and thick overlays, or the reconstruc(see photo). Imran Bashir, P.Eng., Andro Delos Reyes) tion of the asphalt layers. For the lowest lift, Golder develContractor: Dufferin Construction By contrast, the perpetual paveoped a new Rich Bottom Mix (RBM), Contract administrator: Philips ment will likely require only two laid 80 mm thick, which gives excelEngineering periodical resurfacings (milling and lent fatigue endurance. Above that is a 28

placement of a new surface course only), and these can generally be done overnight, which means much less disruption to traffic. The roadway’s durability also means savings in materials, with their associated environmental costs. The unique aspect of the perpetual pavement is the combination of the asphalt layers. The Red

www.canadianconsultingengineer.com January/February 2010

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opinion

By M.G.(Ron) Britton, P.Eng.

It is critical for Engineering to emerge from the shadow of Science in order for the profession to exercise the leadership it can provide.

Engineering vs. Science in the public eye sciences were invented to explain the accomplishments — and to analyze their shortcomings.” To me, this provides a clear distinction that we, the engineering profession, need to champion. Why should we accept a lesser role? “Things” come into existence through projects, and all sorts of perspectives come to bear as decisions are made. Hugo Spowers, the founder of Riversimple, an organization based in Britain that is developing a new, energy efficient “urban car” has been quoted as saying that “... the problem is automakers are focusing too much on science in a search for big breakthroughs when the basic technology already exists.” The “automakers” identified in this statement come from all sorts of backgrounds. If there is any truth in Spowers statement, projects like his would benefit from more engineering and less science. The backgrounds that lead to this sort of decision-making place science in an unrealistic light. Michael Eddenden

n the minds of many who focus on definitions, Engineering is simply an applied Science. Others consider engineering to be a profession that relies on science as a problem solving tool. Neither of these groups, however, represents the broad public understanding. It is probably fair to say that the majority of the population doesn’t see the distinction between science and engineering as an issue that affects them. Notwithstanding public apathy, it is important that persons who make policy and process decisions understand the roles various professionals play. For practising engineers, being properly recognized is important because we are often just considered to be a part of the science input. Almost every day a “leader” somewhere makes a pronouncement stressing the importance of science in today’s economy. New discoveries are said to be the engine that will lead to economic recovery. In order to facilitate the pursuit of these new discoveries, new funds are injected into “science” projects. The difficulty is the huge gap between “knowing” and “using.” It is important — no, it is critical — for engineering to emerge from the shadow of science in order for us to exercise the leadership our profession can provide. The boundaries that separate engineering and science are

not always clear. The manner in which the information is used, however, is easier to explain. After the release of the space shuttle Columbia accident report in 2003, Henry Petroski wrote an article (New York Times, August 29, 2003) entitled “Failure is Always an Option,” in which he undertook to identify the different roles of scientists and engineers. In his opening paragraph he cites the aerospace pioneer Theodore von Kármán who is supposed to have said, “Scientists seek to understand what is ..., while engineers seek to create what never was. The space shuttle was designed, at least in part, to broaden our knowledge of the universe. To scientists the vehicle was a tool; to engineers it was their creation.” Later, in that same article Petroski noted that “Rather than following from science, engineered things lead it. The steam engine was developed before thermodynamics, and flying machines before aerodynamics. The

What do we do? It has been stated that any individual has three options. One can lead, follow — or get out of the way! I would suggest that, far too often, our profession has chosen the middle path. We have been willing to make our technical contributions and leave the “other stuff” to other people.

January/February 2010

continued on page 32 Canadian Consulting Engineer

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How often have you heard a discussion about a project that was summed up with the comment “... in the end, I just did what I was told”? As a profession, whether in construction or any other field, engineers possess significant technical knowledge. Those of us who are steeped in the design tradition are typically driven to solve problems, not talk about them. Frequently, however, we allow ourselves to become victims of our need to avoid risk. Like Dilbert, we allow our “pointy haired” bosses to dictate to us. We need to take charge, or at least to be heard. If we are the users of science-based tools, if we are driven “... to create what never was,” we need to make sure our point of view is clearly seen and understood. Unless we accept our responsibility to educate others, from teachers to lawyers and managers, about the difference between Science and Engineering, we will never be seen as more than applied scientists. The difference matters to our profession, and to society as a whole. The problem is that we haven’t bothered to take on the challenge, and no-one else is going to do it. We can lead, follow — or get out of the way. cce

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Dr. M. G. (Ron) Britton, P. Eng. is Professor and Associate Dean (Design Education) and NSERC Chair in Design Engineering in the Faculty of Engineering at the University of Manitoba in Winnipeg. This article originally appeared in the Keystone Professional, an APEGM publication.

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By Rita Wong, P.Eng. Halcrow Yolles

Coordinating Building Information Modeling software with other structural design and analysis software can be a challenge.

BIM - Promises and Realities

Halcrow Yolles

revious articles in this series have shown that BIM (Building Information Modeling) software is not simply a 3D modeling and design documentation tool for generating innovative design solutions. Behind BIM’s geometric representation of objects is a database of extensive information that Above: for the Canadian Museum of Human Rights project in Winnipeg, the design’s complex geometries led can be retrieved for refer- Halcrow Yolles to use a combination of modeling tools: CATIA, Revit Structure and SAP2000. ence or manipulation. As such, BIM is an integrated model aims to facilitate the coordination of analytical model might lead to extra that can be used for the design, docuengineers’ design work with design structural members in the BIM model, mentation, coordination and managedocumentation. giving an augmented piececount. ment of a project. Exchanges between BIM software In terms of nomenclature, the One of the benefits structural engi(Revit Structure, Tekla Structures) and definition of various parameters usuneering firms expect is the improved various engineering analysis/design ally differs among software packages. workflow efficiency that they might software (ETABS, SAP2000, RAM Material and section profile names achieve through the use of an inteStructural System, SFrame, Fastrak require proper mapping to be transgrated BIM model. To date, howFloor Designer) have been applied ferred correctly. As well, contrastever, Halcrow Yolles has found that on numerous Halcrow Yolles projects ing methods of defining floor levels exchanges between BIM and other with varying degrees of success. Types can lead to inaccurate results. For engineering software applications of data that can be transferred (some instance, a Pratt truss with sloping have not been as efficient as anticipatare limited to uni-directional transfers chords may generate redundant ed due to limitations in the interoperonly) include non-complex structural levels at each node elevation when ability of different software. geometry, material properties, memimported into BIM software; a mezber section sizes and end releases, zanine level might be lost in translaChallenges with loads and supports. tion; or a sloping member might transferring data Although the transfer process be converted to a horizontal beam Possible categories of BIM integration appears straightforward, the effort depending on what constitutes a floor include: required is more involved. level in each software. (1) links to third party structural The most common issue with the In addition, certain parameters data exchange is the differences in may not be passed back and forth analysis and design applications modelling scope and nomenclature between programs due to restrictions (2) customized structural analybetween BIM and analysis software. in the software’s Application Prosis and design functionality in BIM For example, dimensional accuragramming Interface (API). Translasoftware cy required in the BIM model for tion using neutral file formats aimed (3) links to other constructionconstruction purposes could be too at data interoperability — Industry related software. complex for analytical purposes, and Foundation Classes (IFC), CIMSteel The bi-directional interaction of BIM software with structural analysis manual adjustments to create a simIntegration Standards (CIS/2), Steel and design packages aims to elimiplified analytical model need to be Detailing Neutral File (SDNF), etc. nate the need for multiple models thoroughly tracked. On the other — is not flawless. The reason is that among office team members. It also hand, finite element meshing in the continued on page 34 January/February 2010

Canadian Consulting Engineer

continued from page 33

BIM and engineering software may support different versions of the standard and some of these formats may not be governed by conformance programs to ensure accurate results. Another observation from using third party links is that there is usually a few months’ lag from the release of the BIM software update to the availability of the revised link to suit. If other firms in the design team promptly upgrade their BIM software, the structural engineers’ reliance on using an integrated structural model for analysis and design is impacted. Structural offices are left with several options to deal with the issues mentioned above: they might develop workarounds for the limitations until third party vendors produce more comprehensive interface programs; they might consider using alternative analysis and design packages with superior integration performance; or they might create their own in-house links between the BIM and engineering software used by their office. Case in point: Canadian Museum for Human Rights Halcrow Yolles’ experience on the Canadian Museum for Human Rights project, where deliverables are specified to be on the Revit platform, illustrates some of the limitations in current BIM software. Located in Winnipeg, the project has a complex geometry that posed a challenge to creating a precise structural model using Revit Structure as the sole modelling tool. As a result, CATIA was used to generate the structural model from the design architect’s Form-Z surfaces. Various methods were used to import each portion of the model into Revit Structure 2009, as this version has limited capability to deal with complex geometry. The Excel-based model generator was used for sloped or curved structural steel framing, but the orientation of members had to be manually adjusted in Revit. Segmented sloping concrete walls following radial curves in plan 34

could be imported as masses via SAT files, but temporary walls had to be modelled to create Revit wall objects with precise geometric configurations at wall joints. As for the anaRevit Structure and Fastrak models were used for structural design of lytical model, a Canary Wharf, Riverside South, London, U.K. third party link between Revit and SAP2000 was not ware for contract documents. available, and the workaround method of transferring via ETABS would risk Opportunities to unintentional changes to the complex expand scope of services geometry. In addition, not all assignThe additional dimensions of BIM ments made to the analytical model offer integration opportunities in SAP2000 would be carried back to beyond structural engineering. BIM Revit, which meant re-assignment of models can be linked to other condata would be necessary in subsequent struction-related software, such as exports of the updated Revit model. applications for producing specificaThis difficulty resulted in the creation tions, construction scheduling, quanand manual updates of three separate tity take-off, cost estimating, energy models in the office, contrary to the analysis and building envelope design. purpose of using BIM technology. The These capabilities can be used to project schedule did not allow for expand an engineering firm’s scope the production of in-house links to of services, or used by construction overcome the interoperability hurdles, firms to simplify their processes. but we anticipate that the newer verOne main feature that distinsions of Revit, combined with internal guishes BIM software from other 3D efforts, will lead to a smoother inteprograms is its underlying database. grated process for future projects. The ability to access and connect this information with various engineerUsing alternative ing packages is expected to increase customized options efficiency for structural engineering Engineering firms may make use of firms and allow for earlier design alternative integration options that decisions. Although data transfer with operate on various components of engineering applications is not yet the building. seamless, with continuing developThey can customize engineering ment of the interfaces both by third functionality in the BIM application party software vendors and in-house to design individual structural eleefforts, a truly integrated model is ments by employing model data and achievable in the near future. user-defined criteria to affect paraHaving an integrated model is metric objects. Examples include joist only the technical half of the equadepths that can be assigned in the tion, however. Changes to the office BIM model based on deflection criteworkflow and production process ria, applied loads and joist spacing; or are required to complete the BIM footings that are sized and reinforced transformation in a structural engibased on column loads and soil condicce neering firm. tions. Another method of incorporating engineering data is to associate Rita Wong, P.Eng., is with Halcrow Excel files containing design results Yolles, international structural consulting with schedules produced by BIM softengineers based in Toronto.

www.canadianconsultingengineer.com January/February 2010

Halcrow Yolles

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CANADIAN INSTITUTE OF PLUMBING & HEATING

engineers & the law

By Tony Crossman, Teresa Meadows, John Tidball Miller Thomson, LLP

Greenhouse Gas Emissions

Regulations on mandatory reporting are already in force

s North America grapples with the implications B.C. threshold is considerably lower than Alberta’s, but for of global climate change and a legislative response those facilities in B.C. that emit more than 25,000 tonnes of to reducing greenhouse gas emissions, many Cana- CO2E, there is not only the obligation to report the emisdian provinces and U.S. States have either begun to imple- sions, but also to verify the emissions using an independent ment, or signaled an intention to implement, a cap and accredited third party verifier. trade system to reduce greenhouse gas (GHG) emissions. This initiative is the second step in B.C.’s cap and trade One of the first steps in implementing such a system system that was introduced through the Greenhouse Gas is to require the reporting of GHG emissions. Reporting Reduction (Cap and Trade) Act. The B.C. system is based will not only require technical expertise to identify and on, and is intended to be consistent with, the Western Climeasure these emissions, but mate Initiative (WCI), a regional cap an additional set of adminisReporting will require and trade regime that started on the trative resources to ensure that U.S. West Coast. technical expertise to identify facilities are complying with the There are similarities between and measure the emissions. B.C.’s new reporting regulations and requirements for record keeping and reporting. those recently announced by the U.S. Alberta has had mandatory greenhouse gas emis- Environmental Protection Agency. (The U.S. EPA Final sion reporting in place since 2004. British Columbia Mandatory Reporting of Greenhouse Gases Rule became requires reporting commencing 2010, and on Decem- effective December 29, 2009.) However, there are also ber 1, 2009 Ontario filed its Greenhouse Gas Emissions significant differences between the regulations as well, and Reporting Regulation. companies operating facilities in different locations will A GHG cap and trade system is one where the govern- have to review the applicable regulations carefully. ment sets a limit or cap on the amount of emissions. Emitters are issued (or buy at auction) emission permits or allow- Outline of B.C.’s requirements ances (credits), and emitters must hold enough allowances The new B.C. reporting regulation sets out the type of for the emissions that they create. greenhouse gases that must be reported, the threshold Those facilities that increase their emissions must find a level of emissions (10,000 tonnes of CO2E), and the types of way to offset them. One way to do so is to buy credits from facilities required to report. It also sets out the quantificaother organizations. The transfer of the credit or allowance tion methods to be used in reporting, how to report, how is the trade. The theory is that market forces will determine to verify the emission reporting, and administrative matters the most efficient way to reduce GHG emissions: those that such as record keeping and compliance. can reduce emissions most cheaply will do so, and they can The reporting obligation applies to a range of activities, also sell those emission credits to others who may not be including: base metal production; cement production; coal able to reduce emissions as cheaply. mining from underground mines; coal storage at facilities Alberta was the first Canadian province to establish that burn coal; electronics manufacturing; glass manufaca provincial greenhouse gas emission regime, though it turing; industrial wastewater processing; petrochemical was based on reducing emission intensity (the amount of production and refining; pulp and paper production; emissions per unit of production) rather than the total upstream oil and gas; natural gas transmission and distribuamount of emissions. As part of this scheme, those emit- tion; electricity transmission and distribution; oil pipeline ting more than 100,000 tonnes of CO2 equivalent (C02E) transportation. (the GHG measurement unit), have had to report emisIt is also important to understand the definitions under sions since 2004. the reporting regulations, as they will determine what the Starting January 1, 2010, facilities in B.C. that emit GHG facility will be required to report. For example, the emisover 10,000 tonnes of CO2E are now required to report sions from “linear facilities” such as oil and gas gathering, annually their GHG emissions to the B.C. government. The processing facilities and distribution, may be aggregated continued on page 38 January/February 2010

Canadian Consulting Engineer

engineers & the law

continued from page 37

where the facilities are “managed or controlled” by the same company to determine whether the facility 10,000tonne reporting threshold and the 25,000-tonne verification threshold are met. Yet, consider a scenario where there are similar numerous facilities, but each facility is managed and controlled by a different company. In this case, the facilities would not be aggregated to determine whether thresholds have been met. The B.C. reporting regulations indicate that a facility need not include and report emissions from “mobile equipment” as part of its annual emissions. However, an operating mine facility will likely need to report emissions from its ore hauling vehicles because those vehicles are not considered “mobile equipment” for reporting purposes. The regulations appear to exempt biomass in most circumstances, and they do not apply to emissions from landfills managed by the Landfill Gas Management Regulation. Only direct emissions need to be reported i.e. there is no requirement to include indirect emissions from those supplying materials or services to the facility. Annual reporting begins with the 2010 calendar year, and those annual reports are required by March 31 of the following year. Facilities that had greater than 20,000 tonnes of CO2E for any of the years 2006 to 2009 are also required to report on those prior years’ emissions. Businesses are required to maintain records for at least seven years. Although the reported emission information will generally become public information, it is possible to request that certain information should remain confidential (in order to protect proprietary information). Companies that fail to comply with the emission reporting requirements face fines of up to $1 million and imprisonment for up to six months. In Ontario The Ontario Greenhouse Gas Emissions Reporting Regu-

lation, the next step in implementing a cap and trade initiative in the province, was filed on December 1. The regulation applies to sectors including petroleum, electricity, manufacturing and minerals if a facility emits 25,000 tonnes of CO2E or more per year. If the regulation applies, the facility must: • use the standard quantification methods to quantify emissions, or for 2010 emissions only, use the best alternative quantification methods, as outlined in a technical guideline that accompanies the regulation; • prepare annual emissions reports and submit the reports to the Ministry of Environment on or before June 1 in the calendar year following the reporting period, beginning with 2010 emissions; and • ensure that an annual verification statement is prepared by an accredited verification body in accordance with ISO 14064 and ISO 14065. The statement must be submitted to the Ministry of Environment on or before September 1 in the calendar year following the reporting period, beginning with 2011 emissions. Although smaller emitters (facilities that emit between 10,000 tonnes and 25,000 tonnes) are not required to report, the Ministry of Environment has announced that it will develop a program to encourage them to report voluntarily. Doing so will enable facilities to adapt to emerging North American-wide requirements. Ontario’s stated goal is to continue to work with the federal government and other provinces as well as all the Western Climate Initiative Partners to harmonize GHG reporting requirements and methods. cce At Miller Thomson, LLP, Tony Crossman is the leader of the national environmental law group and is based in Vancouver (tcrossman@millerthomson.com, 604-643-1244); Teresa Meadows deals with GHG emissions and environmental matters in Alberta (780-429-9706). John Tidball is a specialist in environmental law in Ontario (905-415-6710).

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January/February 2010

Canadian Consulting Engineer

the human edge

Talking to Government

OCEPP intends to boost the influence of engineers

onald Wallace is the executive director of the Ontario Centre for Engineering and Public Policy (OCEPP). Canadian Consulting Engineer interviewed him in early January at the Centre, which is located at the new offices of Professional Engineers Ontario (PEO) in north Toronto.

Q. HOW DID OCEPP COME ABOUT?

Professional Engineers Ontario created OCEPP in June 2008. In the earlier part of the last decade I think that relations with government were stiff and there was a sense that there should be a strategy of trying to speak to government in a helpful, constructive way. So while PEO does direct government relations work, the Centre was created to do the indirect work -- which is to get engineers into the policy conversation, and to do it earlier in the process. Engineers are often tasked to solve a problem once somebody else has defined it. We would like engineers involved in the problem-definition part of the discussion. There are about six or seven areas that we want to concentrate on. We don’t want to do everything; we’d rather do a few issues well. Those include energy, environment and infrastructure. We also want to look at health care, because engineers are critically important in the health care system but are often not seen that way. In our first year it was vital that we established linkages with the provincial government in Queen’s Park. We will continue to build on that. In our second year, we would like to reach out much more to industry, both the consulting engineering industry and technology companies, which are the large employers of engineers, to make sure that we are talking about issues that are important to them. The one area that is of real importance, and one that we continue to work on, is linkages with the universities. Q. WHAT ABOUT OSPE, (ONTARIO SOCIETY FOR PROFESSIONAL ENGINEERS), WHICH WAS CREATED JUST A FEW YEARS AGO?

OSPE is there to speak directly on behalf of the interests of engineers. It is an advocacy organization, and so they will stand up and say, “Engineers think X, Y and Z.” The Centre doesn’t do that. The Centre doesn’t take positions. Rather, 42

www.canadianconsultingengineer.com January/February 2010

Donald Wallace

contributors to the Centre’s programs will take positions. It’s very hard in many areas to achieve consensus in the engineering community and we don’t really want to build that consensus. Whereas I think OSPE does want to try to get consensus around various issues. We work very closely with OSPE and have excellent relations with them. We have held joint events and are collaborating very effectively but in a complementary way. Q. WHAT ABOUT YOUR BACKGROUND. YOU ARE NOT AN ENGINEER?

No. I have a Ph.D in political science. I think I was brought on by PEO because of my knowledge of the policy process. And I have worked a lot with engineers. I was previously associate provost for policy and planning at the University of Ontario Institute for Technology, which has not one, but two, faculties of engineering. CCE

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