MARCH 2018
WESTERN BRIDGE
PROJECT WILL BE A BOON TO CALGARY’S TRAFFIC PG. 22
ON THE ROAD
THE LATEST AND GREATEST IN ROAD TECHNOLOGY PG. 31
SHOW TIME
AHES 2018 IS HEAVY EQUIPMENT HEAVEN PG. 28
BUILDERS LIEN
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PG. 46
2018-03-07 3:48 PM
Freightliner VOC #91246 VOC 2018 DD8 Construction Print Ad
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TRANSIT AND TRANSIT CONNECT
THE RIGHT SIZE FOR EVERY BUSINESS. When you have the cargo capacity that ts your business, there’s no limit to where you can go. Ford Commercial Vehicles have the right one for yours. The full-size Transit offers two wheelbases, three heights and three lengths. The compact and versatile Transit Connect delivers a car-like drive with cargo space to spare. Ford has something more: specialists who can help make choosing and uptting the van you need for your business easy. We’re sure you’ll like the sound of that.
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Vehicle(s) may be shown with optional equipment. *Maximum cargo volume with front passenger seat removed on Transit Long Extended Wheelbase High Roof Van. **Maximum conventional hitch trailer towing capacity (when properly equipped) for Transit 150 RWB Low Roof Van / 250 RWB Low Roof Van / 150 RWB Medium Roof Van / Transit 250 RWB Medium Roof Van, with 3.2L I5 Diesel engine, 3.73 ratio, and 13,500 lbs GCWR. ‡Maximum cargo volume behind rst row with no 2nd or 3rd row seats on Transit Connect Van. ‡‡When properly equipped. Maximum payload with Transit Connect Van. Cargo and load capacities limited by weight and weight distribution. ©2018 Ford Motor Company of Canada, Limited. All rights reserved.
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VOLUME 63, NO.2/ MARCH 2018
COVER STORY 22 Crowchild Bridge Retrofit Keeps
Traffic Flowing in Calgary
By doing most of the work from underneath the bridge or atop at night, crews are avoiding rush hour traffic issues.
DEPARTMENTS 7 Comment
22
While we praise our Olympic heroes in South Korea, let’s not forget our own industry stars back home.
10 News
Industry news
20 Construction Stats The latest numbers on construction activity and employment
COLUMNS 38 Canadian Concrete Expo Wrap
First concrete show was rock solid.
40 Software We’re seeing the effect of geo-aware technology.
28
42 Risk Global construction capacity may be cooling.
31
46 Contractors and the Law A builders lien is a vital tool.
28
31
Seeking heavy equipment? This east coast show needs to be on your radar.
Innovations in road surface technology have been numerous in recent years, but they don’t all work on a national level given our differing climates across the country.
AHES 2018 Preview
COVER PHOTO: COURTESY OF GRAHAM
3:06 PM
41 Index of Advertisers
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Innovation vs. Mother Nature
36
Road Construction Safety: Understand the Hazards Do you know what to look for when trying to ensure your road construction workers stay safe?
on-sitemag.com / 5
2018-03-07 3:48 PM
TOUGH SEASON AHEAD? WE WOULDN’T HAVE IT ANY OTHER WAY. Exceptional comfort and an easy to maintain Kubota Tier IV Diesel engine combine for an impressive piece of equipment in Kubota’s SSV Series. New side lights expand the operator’s visibility on the job site, and the roll up door and wide operator area make for a more alert and productive work environment during those long all-day jobs. But best of all, our SSV Series are easy to maintain, so you can focus on your job site, not on your equipment.
kubota.ca | *See your dealer for details.
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COMMENT
Hurray for the red, white... and green
Get the latest construction news! Follow us on Twitter @OnSiteMag
As a I dragged my butt out of bed at 2:40 in the morning last month to watch an Olympic hockey game taking place on the other side of the planet, my mind drifted... as it is wont to do at such an ungodly hour. Here I was, robbing myself of much-needed sleep in order to cheer on Canada’s sporting heroes in their quest for medals. Now, don’t get me wrong. I’ve been a hardcore sports fan virtually my whole life, so clearly this was an important event for me, but in the grand scheme of things, will the world change if I missed the game or if our athletes failed to strike gold in South Korea? That’s when my mind started wandering again, recalling a news item that had landed on my desk the week earlier. The article was about how Canada ranked second in the world on U.S. Green Building Council’s annual Top 10 Countries and Regions LEED list (see article, pg. 10). While our nation’s star athletes were sparking great celebrations by racking up impressive medal counts in PyeongChang, back home our own construction stars – with very little fanfare – were doing equally impressive, if not better. And here, our industry is actually changing the world for the better with its green building practices. Doesn’t that deserve a shoutout? Canada wound up pulling in a whopping 29 medals to shatter its record of 26, previously set in Vancouver in 2010. Meanwhile, Canada’s construction industry has racked up nearly 3,000 LEED certified projects totalling nearly 41 million gross square metres, second only to China’s 47.16 million
gross square metres. It can’t come as a shock that China – given its size and nearly 1.4 billion citizens – is leading the way. But the fact that Canada, which ranks 37th in the world with just over 35 million people (according to geoba.se), is ahead of vastly larger nations such as India, Brazil and Mexico speaks volumes about how our country is truly a pioneer in the green building space. Pretty impressive, considering LEED projects are ongoing in over 167 countries and territories across the world. “Canada’s green building industry has consistently proven that we are among the most innovative in the world, and this result further cements that leadership position,” says Thomas Mueller, president and CEO of the Canada Green Building Council. So while memories of the tremendous exploits of our red and white adorned athletes fade into sports folklore, let us not forget our own industry’s superstars that are making a huge difference right here on our home soil. While I desperately try to catch up on all the sleep I lost last month cheering on our sports idols, I’d be remiss if I didn’t also tip my hat to those unsung heroes back home. So I say: Hurray for the red and white... and green!
Rob Blackstien / Interim Editor rblackstien@annexbusinessmedia.com
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CONTRIBUTORS
www.on-sitemag.com / Fax: 416-442-2230
MEET OUR CONTRIBUTORS FOR THIS ISSUE JACOB STOLLER / Principal, StollerStrategies On the popularity of geo-aware technology in construction: “Although the trend in construction isn’t as obvious, the industry is seeing an explosion in geo-aware technology that has significant implications for the future.”
PUBLISHER | Peter Leonard (416) 510-6847 PLeonard@on-sitemag.com INTERIM EDITOR | Rob Blackstien RBlackstien@annexbusinessmedia.com ASSISTANT EDITOR | Jillian Morgan (416) 510-5201 jmorgan@annexbusinessmedia.com MEDIA DESIGNER | Lisa Zambri lzambri@annexbusinessmedia.com ASSOCIATE PUBLISHER | David Skene (416) 510-6884 DSkene@on-sitemag.com ACCOUNT COORDINATOR | Kim Rossiter (416) 510-6794 krossiter@annexbusinessmedia.com
ALEXANDER SPRAGGS / Associate, Borden Ladner Gervais On the power of a builders lien: “However, armed with a builders lien, an unpaid contractor can acquire a legal interest in the property that they worked on, and this interest can be wielded over the owner of the property on which the contractor is delivering supplies or making improvements.”
CIRCULATION MANAGER | Urszula Grzyb (416) 442-5600 x3537 ugrzyb@annexbusinessmedia.com Vice President | Tim Dimopoulos (416) 510-5100 tdimopoulos@annexbusinessmedia.com
COO | Ted Markle tmarkle@annexbusinessmedia.com President & CEO | Mike Fredericks Established in 1957, On-Site is published by Annex Business Media 111 Gordon Baker Road, Suite 400, Toronto, ON M2H 3R1 Publications Mail Agreement No. 40065710
DAVID BOWCOTT / Global Director – Growth, Innovation & Insight, Global Construction and Infrastructure Group at Aon Risk Solutions On the impact of construction capacity contraction: “Regardless of the role you play within the construction economy and the relative size of that role (small, medium or large), you will be exposed to the colds and flus suffered by the mega global players.”
NATE HENDLEY / Freelance writer and author On the increasing use of coloured asphalt: “In each instance, enhancing public safety is the goal. Red asphalt mix in particular increases the visibility of bus routes to oncoming traffic.”
SAUL CHERNOS / Freelance Writer On the effect of bridge construction on traffic: “Commuter chaos might seem unavoidable when rebuilding a series of overpasses on a major city roadway.”
ISSN: 1910-118X (Print) ISSN 2371-8544 (Online) Circulation email: apotal@annexbusinessmedia.com Tel: 416-442-5600 ext 3258 Fax: 416-510-6875 or 416-442-2191 Mail: 111 Gordon Baker Road, Suite 400, Toronto, ON M2H 3R1 SUBSCRIPTION RATES Canada $48.50 per year, Outside Canada US$85.50 per year, Single Copy Canada $13.00. On-Site is published 7 times per year except for occasional combined, expanded or premium issues, which count as two subscription issues. Occasionally, On-Site will mail information on behalf of industry-related groups whose products and services we believe may be of interest to you. If you prefer not to receive this information, please contact our circulation department in any of the four ways listed above. Annex Privacy Officer privacy@annexbusinessmedia.com Tel: 800-668-2374 Content copyright ©2018 by Annex Publishing & Printing Inc may not be reprinted without permission. On-Site receives unsolicited materials (including letters to the editor, press releases, promotional items and images) from time to time. On-Site, its affiliates and assignees may use, reproduce, publish, re-publish, distribute, store and archive such unsolicited submissions in whole or in part in any form or medium whatsoever, without compensation of any sort. DISCLAIMER This publication is for informational purposes only The content and “expert” advice presented are not intended as a substitute for informed professional engineering advice. You should not act on information contained in this publication without seeking specific advice from qualified engineering professionals.
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8 / MARCH 2018
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STIHL is the world’s best-selling brand of cut-off machines. These professional and powerful tools are built specifically to meet the challenges of construction work. Reliable, low-maintenance and sturdy, they are full of useful innovations that make your work easier. The TS 420 is an all-purpose cut-off machine for above and below ground. The STIHL antivibration system guarantees a more comfortable working experience. The innovative long-life air filter system with cyclone air routing ensures an extremely long filter service life and increases service intervals. A light and convenient 3.2 kW cut-off saw for use on all types of jobs, with the added benefit of a 14” (350 mm) cutting wheel, it can cut up to 4.9” (125 mm) deep. The TS 500i cut-off saw with electronically controlled fuel injection features revolutionary and innovative technology, making it an essential tool on every building site. When it comes to building roads and construction work above or below ground, the TS 500i makes light work of tough jobs. Whether you’re cutting concrete, steel girders, pipes or asphalt, the TS 500i will take the strain out of the daily grind. This compact power packet is easy to start and ensures optimized engine performance and excellent handling. But it has even more to offer: with outstanding efficiency and targeted diagnosis for fast service, this exceptional saw will also help you cut costs.
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INDUSTRY NEWS
INDUSTRY>NEWS Aecon extends takeover, responds to opposition A national security review has extended the takeover of Aecon by state-owned China Communications Construction Company (CCCC). The federal government ordered the review under the Investment Canada Act. The outside date for the acquisition has been pushed to March 30 – originally Feb. 23 – and Aecon expects to close in the second quarter, before July 13. “We fully support the Government of Canada processes, as established under the Investment Canada Act and the Competition Act,” said Aecon CEO John Beck. Aecon recently responded to criticisms of the transaction, which is cleared by the Competition Bureau. According to the company, CCCC – headquartered in HongKong – intends to participate in the Canadian market and does not receive subsidies in Beijing for international activities. Allegations that a Communist Party function will be established in Canada were also dismissed by Aecon. The company stated that the Party Committee function is a standard practice in China, and will be based in Beijing.
Aecon also stated that it does not own intellectual property related to nuclear energy or possess sensitive proprietary technology. The company reported that it does offer construction and refurbishment support to clients in the nuclear industry, and is not building or involved in sensitive military installations. Aecon also listed support from unions, commercial and public-sector customers and its shareholders. CCCC is a commercially focused, publicly traded company listed on both the Hong Kong and Shanghai stock exchanges. According to Aecon, CCCC owns a similarly sized construction business in Australia, John Holland Group, and an engineering business in the U.S., Friede and Goldman. If the transaction is approved, Aecon will continue to be led by its Canadian management team and will operate at its Canadian headquarters. (See Pg. 18 for reader comments.) SOURCE: AECON GROUP
Canada ranks second worldwide for certified LEED projects Canada has come in second place for the U.S. Green Building Council (USGBC) annual Top 10 Countries and Regions for LEED list. The list recognizes markets outside of the U.S. that use LEED (Leadership in Energy and Environmental Design) green building program, created by USGBC. Canada has a total of 2,970 LEED certified projects totalling 40.77 million gross square metres. “Canada’s green building industry has consistently proven that we are among the most innovative in the world, and this result further cements that leadership position,” says Thomas Mueller, president and CEO of the Canada Green Building Council. The list ranks countries and regions in terms of cumulative LEED certified gross square metres. This latest list includes data from Dec. 31, 2017, and represents 6,657
projects totalling over 158 million gross square metres. China came in first with 1,211 certified projects, or 47.16 million gross square metres. Other countries to make the cut include India, Brazil, Germany, Taiwan, Turkey, Mexico, United Arab Emirates and the Republic of Korea. “LEED has and will continue to be instrumental in bringing green building solutions to scale including energy efficiency and carbon, health and wellness, resiliency and advanced material choices,” said Mueller. “With LEED we can deliver now to substantially improve performance for buildings across Canada.” LEED projects can be found in over 167 countries and territories, with more than 205,800 gross square metres of space certified daily, according to USGBC. “Canada remains an important leader
Dockside Green, Vancouver, an LEED v4 Platinum certified project
in driving the adoption of LEED and green building,” said Mahesh Ramanujam, president and CEO of USGBC and Green Business Certification, the global certifying body for LEED projects. “Progress happens one project at a time and the work being done across Canada is helping to define where the industry is moving and how we stay focused on finding solutions that will continue to improve our quality of life.” SOURCE: CANADA GREEN BUILDING COUNCIL
10 / MARCH 2018
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See how our Office / Team / Field solutions can help you take control. Visit VIEWPOINT.com/control
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INDUSTRY NEWS
UK state contractor collapses in liquidation, putting 6,000 Canadian jobs at risk LONDON–One of the British state’s biggest contractors collapsed Monday, putting thousands of jobs at risk, after creditors and the government refused to bail out a company struggling under the weight of more than 1.5 billion pounds (CAD$2.6 billion) of debt. Carillion said it had no choice but to go into compulsory liquidation after talks with creditors failed to get the short-term financing needed to keep operating. The construction and services company is working on major public works projects, such as the HS2 rail line in northern England, while also maintaining prisons, cleaning hospitals and providing school lunches. “This is a very sad day for Carillion, for our colleagues, suppliers and customers that we have been proud to serve over many years,” chairman Philip Green said. The company employs 43,000 people worldwide who now face the risk of redundancy. Almost half of them are in the U.K., though Carillion also has a presence in the Middle East, Canada and the Caribbean. According to its website, Carillion Canada employs 6,000 and generates about $1 billion annually in Canada through energy transmission, construction and services in sectors including oil and gas, health care, and aviation, plus roads maintenance services for approximately 40,000 kilometres of highways. A spokesperson for the Ontario Ministry of Transportation said Monday it had met with Carillion Canada and was advised that its winter road maintenance services are continuing uninterrupted. However, the ministry says it will continue to meet with the company and will provide updates to the travelling public as they become available. Carillion has been struggling to reorganize for the past six months amid debts of about 900 million pounds (CAD$1.54 billion) and a pension deficit of 590 million pounds. Carillion’s share price has plunged 70 per cent in the last six months.
Fairfax to acquire some Carillion Canada assets
Britain’s government refused to rescue Carillion, saying it could not be expected to bail out a private company. In the meantime, it said it would provide the necessary funding to maintain public services. “It is of course disappointing that Carillion has become insolvent, but our primary responsibility has always been (to) keep our essential public services running safely,” said David Lidington, head of the Cabinet Office. But questions remain about why the government continued to award contracts to the firm – even after it was having troubles. The opposition Labour Party said the government must move quickly to protect public services and ensure employees, supply chain companies, taxpayers and pension fund members are protected. “Given two billion pounds worth of government contracts were awarded in the time three profit warnings were given by Carillion, a serious investigation needs to be launched into the Government’s handling of this matter,” said Labour lawmaker Jon Trickett. As critics debated the wisdom of contracting out civic services to private entities, Lidington rejected the notion that there would be a fire sale of assets. He said government departments had drawn contingency plans to be activated in the event of a collapse. In cases of joint partners on a contract, the other partners will take up the slack. “As we go forward, some services will be taken in house, some services will go out to alternative contractors in a managed, orderly fashion,” he told the BBC. Prime Minister Theresa May’s spokesman, James Slack, denied that the government had been taken by surprise by the firm’s collapse. He said some of Carillion’s 450 public sector contracts might have to be taken over by the government, but there would not be a huge cost to taxpayers.
Fairfax Financial has agreed to acquire certain assets and assume certain liabilities of Carillion Canada. Under the transaction, Fairfax will acquire the services business carried on by Carillion Canada and over 4,500 Carillion employees will move to Fairfax. Services include: facilities management of airports, commercial and retail properties, defence facilities and select healthcare facilities. “We are excited to have the services business of Carillion Canada join the Fairfax group,” said Prem Watsa, chairman and CEO of Fairfax. “The services business of Carillion Canada has an excellent long-term track record and we look forward to working with this team in growing their business over the long-term.” The acquisition will need to be approved by the Ontario Superior Court of Justice in Carillion Canada’s proceedings under the Companies’ Creditors Arrangement Act. It is expected to close in the first quarter of 2018. “This transaction will provide certainty and stability for the clients we work for and the customers we serve, and a strong platform for the continued growth of the business,” said Simon Buttery, president and CEO of Carillion Canada. Fairfax also announced its intention to appoint David Johnston, former Governor General of Canada, and Stephen Wallace, former secretary to the Governor General of Canada, to the board of directors of the acquired Canadian companies once the transaction has closed.
SOURCE: THE ASSOCIATED PRESS
SOURCE: FAIRFAX FINANCIAL HOLDINGS
12 / MARCH 2018
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OnSite_
Ready. Set. slow.
Introducing the new I-Shift with Crawler Gears from Volvo Trucks. It allows drivers to travel at speeds as slow as 0.6 miles per hour and maintain a precise, controlled roll. It’s an ideal automated transmission for applications like pouring curbs or laying asphalt, where low speeds are crucial to doing the job right. See the new standard in powertrains: DoWork.VolvoTrucks.ca
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Volvo Trucks. Driving Progress
2018-03-07 2017-01-27 3:48 2:12PM PM
INDUSTRY NEWS
Federal government seeks input for prompt payment legislation The federal government has called for industry input and recommendations on proposed prompt payment legislation. Recommendations will be used to inform legislation with regards to payment terms and an adjudication process for federal construction contracts. “Timely flow of payment within all tiers on construction projects is necessary to allow material and equipment suppliers, subcontractors and trades, labour, and general contractors to succeed in their businesses,” said Raymond Bassett, director of the Canadian Construction Association Executive Committee. Bruce Reynolds and Sharon Vogel, Canada construction lawyers and partners at Singleton Urquhart Reynolds Vogel law firm, have been contracted to seek input. Reynolds and Vogel led the consultation process for Ontario’s Bill 142 on construction and prompt payment. The Canadian government has
Deputy Minister Marie Lemay, Parliamentary Secretary Steve MacKinnon and ADM Kevin Radford meet with construction industry stakeholders and parliamentary representatives to discuss timely payment.
undertaken other prompt payment efforts, including publicly posted payments for construction contracts over $100,000. This effort intends to allow businesses involved in federal construction contracts to inquire about payment status. The federal government has also reviewed payment terms in federal construction contracts and the Treasury Board’s 30-day mandated payment period. “Canada’s trade contractors and tradespeople will benefit immensely from prompt payment legislation,” said John Galt, chair of the National Trade Contractors Coalition of Canada. “This legislation will fix the most significant bottleneck in federal construction and introduce new efficiencies to keep costs low and projects running smoothly.” According to the federal government, 96 per cent of its main contractors are
paid on time. However, some subcontractors who work for these main contractors are not paid on time, or within the required timelines. Other provinces, including Alberta, New Brunswick, Quebec and Saskatchewan, are working on measures to address prompt payment in the construction industry. “Today, our government is taking the next step in ensuring that subcontractors who work on federal construction contracts get paid on time,” said Steve MacKinnon, parliamentary secretary to the Minister of Public Services and Procurement. “Our government is committed to ensuring that construction investments flow efficiently to all contractors involved in federal projects.” SOURCE: PUBLIC SERVICES AND PROCUREMENT CANADA
Construction associations weigh in on Federal Budget 2018 Despite efforts to build Canada’s skilled construction workforce, Federal Budget 2018 lacks sufficient infrastructure and natural resources investment, according to the Canadian Construction Association (CCA) and the Progressive Contractors Association of Canada (PCA). Paul de Jong, PCA president, said investment in these two “pillars” of the economy is a priority, not an option. “Canada’s aging infrastructure combined with the need to keep pace with Canada’s growth require the promised funding and timelines by the government,” said Mary Van Buren, CCA president. “This stimulus funding creates jobs in local communities while improving the overall quality of life of residents.” Budget 2018 delays allocation of $5.7 billion in infrastructure funding to 2019
and does not mention the Canada Infrastructure Bank, which was to approve projects by the end of this year, stated PCA. According to PCA, the budget’s fiscal framework is built on deficits and long-term debt. Unproven capacity and commitment to major project execution and “questionable” commitment to small businesses are among the concerns. “Any short-term initiatives to build workforce capacity cannot be sustained when basic economic fundamentals are ignored,” said de Jong. Programs that supply robust financial support to those in the STEM industries and employers that provide apprenticeship training should also be included in the budget, said CCA. Each association supports the government’s recognition of the construction
industry’s skilled labour shortage and its investment in post-secondary institutions and technology-forward training, as well as stronger compliance measures to protect temporary foreign workers. “The new apprenticeship programs for underrepresented groups, including women, Indigenous people, people with disabilities and visible minorities, are positive,” said Van Buren. “The construction industry is trying to bring new workers to the industry.” SOURCE: PCA, CCA
14 / MARCH 2018
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In this business, it’s not just who you know; it’s what they know that counts. And when it comes to technical support, our reps are some of the industry’s most knowledgeable. From tough equipment to financing options, we partner with you — so you have what you need to be successful. With more than 100 years of knowhow, we understand what it takes to get the job done. Experience what CP can do for you at cp.com
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INDUSTRY NEWS In addition to the renewal of the campus, CNL has announced plans to hire nearly 200 additional research staff over the next three years.
CNL to construct three new facilities at Chalk River campus Three new facilities will be constructed at Canadian Nuclear Laboratories (CNL) Chalk River campus in Renfrew County, Ont. A new logistics complex, business hub and support facility at the site represent $100 million in new infrastructure, combined with a federal investment of $1.2 billion. CNL expects the project to create employment opportunities for local trades, suppliers and supporting businesses. “This is clearly an exciting time for CNL and our employees, but these capital projects will also have a positive impact on our communities, as we look to local businesses and contractors to help us carry out this work,” said Mark Lesinski, president and CEO of CNL. The business hub aims to create office space for 400 employees. A new support facility will expand shop space. It will also contain storage facilities and offices intended to streamline maintenance and manufacturing activities. The logistics and warehouse building aims to offer employees timely access to products and services, and will also serve as a
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security checkpoint, including new guardhouses, meeting rooms and support facilities. Construction of the new facilities builds on recent changes to the campus. In 2015, CNL launched its $55 million hydrogen laboratory complex. The $100 million Harriet Brooks Building, a materials science laboratory, opened in October 2016. The laboratory also hopes to soon commission its $40 million commercial services facility, Tritium Laboratory. Over $90 million has been dedicated to four major infrastructure projects on the campus to see new domestic water and natural gas services, a sanitary sewage treatment facility and a storm water management system. Design work is also underway on CNL’s Advanced Nuclear Materials Research Centre, intended for research in the fields of nuclear energy, health, small modular reactors, and advanced fuels. “Our ambitious vision for Chalk River is becoming reality,” said Ted Preisig, vice-president of Capital Projects at CNL. “We believe that CNL will serve as a global hub for nuclear science.” SOURCE: CANADIAN NUCLEAR LABORATORIES
NTCCC supports federal government prompt payment legislation The National Trade Contractors Coalition of Canada (NTCCC) has announced its support of the federal government’s plan to legislate prompt payment for all federal construction projects. “Trade contractors have been encouraging the government to take action on this initiative for years,” said John Galt, chair of NTCCC. “The proposal put forward by the Parliamentary Secretary and MPs today will result in trade contractors taking on less risk on federal projects, being able to put forward more competitive bids, and tradespeople and apprentices will benefit as a result.” In December, the Ontario government passed Bill 142, which amended the Construction and Lien Act. “There is tremendous momentum across Canadian jurisdictions to advance prompt payment legislation,” said Galt. “Other highly industrialized countries and 49-of-50 U.S. states have some sort of prompt payment legislation on the books, so we’re very glad to be moving in that direction.” Bill 142 aims to ensure general contractors receive timely payment, and that sub-contractors and suppliers benefit from similar prompt payment terms. The bill was widely supported by all segments of the construction sector. The federal government intends to follow a similar framework. SOURCE: NTCCC
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INDUSTRY NEWS
The Aecon takeover: Reader Reaction The proposed takeover of Canadian construction giant Aecon by state-owned China Communications Construction Company (CCCC) has garnered national attention and debate. Without question our coverage of this proposed takeover has garnered the highest level of reader response of anything that we have published. To a person, there was opposition to this takeover, rang-
‘‘
ing from resigned to mildly concerned to utter and extreme outrage — especially for what this may mean from a competitive standpoint. Note that On-Site, while allowing our readers to express themselves without censoring, does not necessarily share their opinions. Below is a selection of the reader comments:
“Deeply worrying! Should not be approved!” — Attila Szanto “Trade should mean trade. Trading between countries on an equal basis is good for both. It seems that our current government is fixated on letting China take over at any cost. This is not in our best interests and very naive given China’s ambitions!” — Stephen Lane “There is already a serious lack of competition (collusion) in the asphalt industry in Canada. I very strongly oppose the foreign take over of Aecon by the Chinese government. Please protect us from foreign powers.” — Luigi Mandarino, Williams Lakes, B.C. “It is absolutely absurd to even consider allowing a construction company controlled by the communist Chinese government to acquire a major Canadian construction company. Our problem is that our moronic prime minister says that his favourite country in the world is China. Surely there are enough smart people in his cabinet to turn this ridiculous proposal down.” — Peter Clarke “Oh my gosh! Haven’t we sold off enough of our country? This should absolutely not be allowed to go through. Especially without any security reviews. I would hope that the good people of this country wake up and stop coveting that dollar bill for a change. Let’s get back to not loving that thing called money! For the love of money is truly the root of all evil. Let’s not give China more power. — Lisa Maki “Allowing a Chinese state owned, controlled, funded, directed company through effectively a state sponsored purchase, of a major Canadian construction company, flies in the face of Canada’s national security interests. Free trade? Yes. At any cost? Absolutely not. This proposed hostile foreign takeover clearly falls into the ‘Absolutely not’ category.” — Chris Lorenc “No! I’m normally somewhat of a Chinese backer as a way of balancing out the international playing field, especially from
American domination. However not on this one. Until all Canadian companies big and small in all industries can buy Chinese companies, then no sale. — Doug Lomow “I am 100 per cent against this takeover. Corruption and corporate spying by a state owned company with a dubious track record (e.g., Nortel HQ spying installed by contractors).” — Bart Henneberry “International state owned corporations should not have access to buying any Canadian property or businesses. How can fair competition be realized against such subsidized entities?” — Rexford Adams “If you read of the history and past practice of this company proposing to acquire Aecon one would have to wonder why any country would open their door and allow them in. They have been ousted by countries with much lower than our Canadian standards. They have outstanding fines for violations all over the world and they ignore them. We cannot allow this to happen in our great country. The bar is set high for our own companies with regards to safety, quality and performance. Do not jeopardize what we have worked so hard for!” — Jim Rade “Well this is certainly one of the largest and most complicated decisions facing the Canadian infrastructure world. I will place my support in the governing bodies to do the right thing for Canada. My true wishes are for a large competitive market of profitable construction companies that can fix our failing sewers, roads and bridges. The one concern that kept raising red flags was the nuclear division. Having spent time at CNL this past summer, even they are now welcoming on-site research that will benefit a global market. I believe times are changing for the better. With more P3s, joint ventures and consortium projects going on every day, we all have to be prepared for change.” — Leon Switzer “Shame on you, Mr. Prime Minister, selling off our Canadian interest to the most corrupt country in the world.” — Stephen
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CONSTRUCTION STATS A selection of data reflecting trends in the Canadian construction industry
PRICE INDEXES OF NON-RESIDENTIAL BUILDING CONSTRUCTION, BY CLASS OF STRUCTURE QUARTERLY The Non-Residential Building Construction Price Index (NRBCPI) is a quarterly series measuring changes in contractors’ selling prices of non-residential building construction (i.e., commercial, industrial and institutional buildings). The NRBCPI measures the changes in what clients would pay contractors to build a representative office building, a shopping centre, a school, a light factory and a warehouse. The index relates to both general and trade contractors’ work and excludes the cost of land, land assembly, design, development and real estate fees. As you can see, the NRBCPI has risen nearly 3.1 per cent year over year as of Q4 2017.
CONSTRUCTION UNION WAGE RATE INDEX, DECEMBER 2017 The Construction Union Wage Rate Index (including supplements) for Canada was unchanged in December compared with the previous month. The composite index increased 1.0% in the 12 months to December.
VALUE OF BUILDING PERMITS BY TYPE After a dip in 2016, the value of non-residential building permits rose last year to over $35 billion, an increase of over 15.1 per cent.
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PROJECT PROFILE
Crowchild Bridge KEEPS TRAFFIC FLOWING IN CALGARY
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Key Cowtown bridge, originally built in the mid-’60s, is getting a much-needed makeover to help handle growing population, but environmental concerns necessitated a unique approach to the work. BY SAUL CHERNOS
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ommuter chaos might seem unavoidable when rebuilding a series of overpasses on a major city roadway. However, crews working on an $87-million retrofit of four bridges on Crowchild Trail in Calgary are maintaining traffic flow during critical hours even as they remediate years of wear and tear, add new lanes and strive to protect sensitive habitats. The pier-and-girder structures, which appear to be a single bridge and are often referenced as such even though they’re physically separate entities, cross the Bow River, two rail lines, smaller roadways and walking paths. Built in the mid-1960s, they have weathered significantly and, with the population booming, have come of age. “Calgary has outgrown not just the bridge but the whole stretch of road (Crowchild Trail) north of the river,” says Jeff Baird, the City of Calgary senior transportation engineer who is managing the project. The city undertook a corridor study to consider short-, medium- and longterm options for the six-lane roadway and approved a series of measures which include adding one lane in each direction, repairing damaged concrete and exposed rebar, and strengthening the overall structure. on-sitemag.com / 23
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PROJECT PROFILE With work launched late last year, the biggest challenge is maintaining traffic flow so vehicles don’t divert and congest other potential alternate routes. “Crowchild Trail is a skeletal road,” Baird explains. “It sees upwards of 100,000 cars a day and is the primary
north-south connection over the river on the west side of the city, so we need to keep it open throughout the project. Shutting it down isn’t an option, and we’ve had to consider that right from the design all the way through to the execution of the construction.”
UNDER THE BRIDGE The project team decided to keep all lanes fully open Monday through Friday from 5 a.m. to 9 p.m. During these peak hours, crews work from platforms erected underneath the structure. At night and on weekends, when traffic eases, crews put signs out, close lanes as needed and resume work from atop the bridge decks. The close proximity of commuters to work crews during peak hours is a major challenge. “We need to make sure there’s enough working space for crews and still ensure traffic can travel through the area safely,” Baird says.
Left: Much of the work is being done underneath the bridge to keep traffic rolling. Below: Partially completed platform on Pier 3. (PHOTOS BY GRAHAM)
Project planners have temporarily closed pathways in naturalized areas down below, including a pedestrian bridge that crosses the Bow River directly underneath the vehicular bridge. “It connects the Bow River Pathway System, which is one of the most heavily used pathway systems in the city,” Baird says. “We have to look out for the safety of pathway users.” The team must also minimize effects on the riverbed and other natural areas below. The project underwent a provincial environmental assessment, a biophysical impact assessment, a historical resources clearance, and Transport Canada approval, all of which considered potential impacts, and proponents devised an Environmental Construction Operations Plan. “The ECO Plan includes all types of measures that protect the river and beds,” Baird says, pointing to setbacks from the river, refuelling procedures, containment of construction materials on-site, and consideration of birds and other wildlife. “A big part of that has been in the design and being able to avoid those areas completely.” As a result, no modifications will be done to the piers that are in the river, or to the actual riverbed. So, when crews widen concrete hammerheads that sit atop piers that were planted into the riverbed decades ago to support the girders and bridge, they will work from platforms erected directly underneath the bridge — the same platforms used to avoid peak-hour traffic. Crews will also use the platforms and otherwise wiggle around the physical constraints to encase the piers and foundations in concrete to extend their service life, and to replace weathered expansion joints, bearing plates and other components. They will also rehabilitate bridge decks, one of which will receive a high-performance concrete running surface to enhance protection. “We’re doing about 1,500 square metres of surface rehabilitation on the substructure alone,” Baird says, estimating this at roughly one-fifth of the overall bridge and pier surface area.
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COMPLICATED STAGING PROCESS By and large, rehabilitation will be
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PROJECT PROFILE The close proximity of commuters to work crews is a major challenge in this project.
completed before crews focus on adding the two lanes, relocating access ramps and installing noise barriers along the roadway. However, Baird says rehabilitation and widening activities will overlap to some degree. “It’s tough to break it down in a nutshell because it’s very fluid and complicated when it comes to the staging side of things,” he explains. The widening component includes installing steel dowels for reinforcement. “That would be a unique part of the project,” Baird says. “Really, how the bridge is getting widened is putting in a lot of extra reinforcing steel. The dowels will be drilled in from the underside of the bridge deck, from the work platforms or from the ground (in sections away from the river) supported by scissor-lifts or scaffolding.” Martin Dobby, senior project manager with Graham, the Calgary-based lead contractor, says the need to protect the river is particularly challenging. “We’re doing everything from above water level,” Dobby says. “You would normally build a berm out into the river for access and do the work fairly traditionally with scaffolding and scissor-lifts. But we can’t build berms into the river.” Installation of the work platforms was itself a challenge. Graham retained Allnorth Consultants to help verify the structural
capacity of the existing girders and deck and then plan the design and erection of the platforms. Each platform was installed in stages. First came the lower section, a pair of steel girders. Crews then built the platform itself from aluminum beams and timber decking, placing it on top of the girders. Crews used a 65-ton mobile crane to maneuver the platforms directly into place underneath the bridge decks. “The slinging arrangement and lifting-eye positions required specific attention, as the restriction of the existing edge beam meant the beams had to be eccentrically lifted,” Dobby says, describing one of many complex procedures which required precise engineering. The steel girders were placed on hangers, suspended from the hammerheads, and then winched into position using come-alongs — hand-operated winches with ratchets that pull — until the beams reached enormous jacks which were dowelled into the existing piers. Once the two sides were installed and spliced, the aluminum-beam platforms were secured.
AN EVOLVING PROCESS A project of this magnitude didn’t materialize overnight. Raya Smertina, structural engineer with Associated Engineering of
Vancouver, one of multiple firms retained for design engineering, said the bridge was due for bearing replacement and other typical maintenance. The opportunity presented itself to widen the structure, first for emergency shoulders and then the two extra lanes to increase the route’s overall utility. “The original concept design was just for safety improvements,” Smertina explains. “It was just to add some width on either side in order to provide more margins for vehicles to pull off to the side in the event of an accident or breakdown. We started with that and, as we continued to look into it, we decided we could actually get an extra lane on either side. That’s where these short-term upgrades came in that will help the bridge over the next couple of decades while a more long-term solution is developed.” Indeed, the corridor study also offered medium- and long-term recommendations, including completely replacing some bridges, erecting a couple of new ones, and lowering Crowchild Trail on the north side of the river in order to eliminate at-grade intersections and pinch-points. But Baird says any later phases will require funding and are at least several decades out. The projected cost will be borne roughly one-third by the City of Calgary and two-thirds by the Province of Alberta, with completion slated for late 2019. The price tag includes environmental and safety measures. “We have allowances and contingencies that would be allocated to the different risks that can arise,” Baird says. “With a bridge and this scale of rehabilitation work, there can definitely be unknowns.” Baird describes this current phase as a major infrastructure play in its own right. “It’s a pretty stellar injection into the industry. There’s a lot of sub-trades and contractors who need to be on-site, and we’ve got a number of consultants involved. It’s a big project with a lot of people.”
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AHES SHOW
AHES 2018 Preview F or 32 years running, the Atlantic Heavy Equipment Show has been a true pillar of the heavy equipment industry. On April 5 and 6, 2018, the latest products, services and – of course – big iron will once again take over the Moncton Coliseum. For heavy machinery, construction, roadbuilding, forestry and landscaping professionals, the show provides a golden opportunity to get equipped for the next big project. “With major infrastructure investments happening now right across the Maritimes, there’s no better place to source machinery and equipment to complete projects on time and on budget,” said Mark Cusack, National Show Manager of Master Promotions Ltd., which produces the AHES. Since 1986, the Atlantic Land Improvement Contractors Association (ALICA) has been the proud sponsor and owner of the event. According to ALICA President Mike Shea, “The Atlantic Heavy Equipment Show has become a gathering place for road building, construction and forestry professionals who look to this show to keep themselves apprised of the trends in their respective industries and to help them make purchasing decisions.”
WHAT TO EXPECT AT THE 2018 SHOW With hundreds of exhibitors filling almost 300,000 square feet of indoor and outdoor space, the biennial show spans a busy two days. Visitors walking the show floor at the 2016 edition had the opportunity to connect with hundreds of exhibitors showcasing the latest equipment. Much more than just bulldozers and big tractors, the event features equipment from many different industries, including forestry and logging, which are big business in Atlantic Canada. On top of great networking opportunities, visitors get the first chance to see what’s on the horizon in their sector. Something else visitors look forward to at the show? The popular Passport Program, which provides an opportunity to win prizes and get the most out of their show experience. Pre-registered visitors receive a passport ballot in the mail, and they can request a stamp after interacting with sales staff at the booths of each of the three participating sponsors. Depositing a fully stamped passport at the show enters them to win prizes from Nova Truck Centres, Maritime Case Ltd., Liebherr, Selco Equipment and United Rentals.
FROM HUMBLE BEGINNINGS: A LOOK BACK TO WHEN IT ALL BEGAN The first show was held in the winter of 1986, with very humble beginnings, only featuring displays in a modest portion of the Moncton Coliseum, with some live demos in the form of a backhoe rodeo in the annex. Originally, the show was called the Atlantic Industrial Equipment Show. The name was changed to the Atlantic Heavy Equipment Show after 1992. Following the 1990 show, the Board of Directors of ALICA put out a request for proposals for an event manager. It was felt that professional show managers could advance and grow the show. As a result of the RFP, Master Promotions Ltd. was selected to manage the show with a mandate to fill the whole Coliseum-Agrena complex. Under Master Promotions’ management, the show has grown to the point where in addition to filling the Coliseum’ Agrena complex, an additional 8,000 square feet of outdoor exhibit space has been added. The AHES is now recognized as one of the premiere shows in the country, with a loyal exhibitor base and thousands of visitors over the two-day event. The AHES 2018 will take place at the Moncton Coliseum in Moncton, N.B., on Thursday, April 5 and Friday, April 6 and booth space is already sold out. Registration is just $15 per person, and those that pre-register by March 22 will receive a ballot for a chance to win a Prize Showcase valued at over $5,000. Visit www.AHES.ca/ATTEND for details.
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NEW BRUNSWICK NEWS
Fredericton road repairs receive provincial investment
A
series of paving, chip seal and culvert repair projects have been announced for Fredericton, N.B. The province will invest nearly $10 million in road repairs for the Chipman, Minto, Oromocto and Lincoln areas this year. A total of $6.8 million will be invested in the villages of Chipman and Minto. The Town of Oromocto and community of Lincoln will receive a total investment of $3 million. In Chipman and Minto, the Department of Transportation and Infrastructure will pave 5.8 kilometres of Route 105, from the Sheffield/Maugerville parish line to the Church Road. From the Fredericton city limits to Balsam Avenue, 5.4 kilometres of Route 10 will also be paved, in addition to 1.8 kilometres of Redbank Drive, from Maple Street to the Chipman village limit. On Route 10 from Northside Drive to the Minto village limit, 1.2 kilometres of road will be paved. Work will also continue on the Fisher Brook Culvert No. 1. Chip seal will be applied on sections of
Route 116, Route 690, Booth Road, Red Bank Road, Ridge Road, Scotchtown Road and Tibbits Road. The department will also pave 2.4 kilometres of Restigouche Road, from Restigouche North Road to Broad Road, and 3.5 kilometres of Nevers Road, from Route 102 to the interchange of Route 2 and Route 7 in Oromocto and Lincoln. Repairs are also planned for a culvert on Route 7 that suffered storm damage.
Chip seal will be applied to sections of Route 655, Barker Court, Graham Street, Kent Court, Kent Street, Perry Street, Randall Street, Roy Street and William Street. “Getting people and goods where they need to go, safely and efficiently, is crucial to economic growth and job creation,” said Bill Fraser, transportation and infrastructure minister. “Your government recognizes the link between better roads and economic development and we have committed to making the strategic investments needed to improve our infrastructure and keep the economy moving forward.” The investments are part of a $30 million investment in the Greater Fredericton region. New Brunswick’s $688 million capital budget includes investments in buildings, highways and bridges. Investments in infrastructure are a component of the province’s Economic Growth Plan, a framework that aims to grow the economy and create jobs. SOURCE: GOVERNMENT OF NEW BRUNSWICK
Paving, chip seal projects announced for rural New Brunswick roads The Government of New Brunswick has announced plans to invest in paving and chip seal projects in the Baie-Sainte-Anne and St. Margarets areas this year. The provincial investment of nearly $4 million is part of a $30 million investment for the Greater Miramichi region. “Safe and efficient transportation infrastructure is crucial to economic development, particularly in rural New Brunswick,” said Bill Fraser, transportation and infrastructure minister. “Rural roads keep our economy moving smoothly and I am proud to be part of a government that is committed to investing in roads and bridges.” About four kilometres of the Route 11 from the McKenzie Road area to the North Black River road area will be paved, in addition to nearly five kilometres of Route 117 from Hortons
Creek to Little Black River Bridge. Chip seal will be applied to a five-kilometre section of Route 117 from Big Black River number two Bridge toward Napan, and to sections of du Centre Street, Daigles Street, de l’Eglise Road, Greg Street, North Martin Street, South Martin Street, McIntyre Lane, du Moulin Road and North Bayview Road. “These projects demonstrate our government’s commitment to improving transportation infrastructure in rural New Brunswick,” said Fraser. The department’s $688-million capital budget reflects investments in buildings, highways and bridges. New Brunswick’s Economic Growth Plan includes investments in infrastructure. SOURCE: GOVERNMENT OF NEW BRUNSWICK
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ROAD TECHNOLOGIES
Innovation vs. Mother Nature
While many recent asphalt pavement and road surface technology innovations have gained momentum, others have proven no match against winter’s brutality BY NATE HENDLEY
T
here have been many innovations in asphalt pavement and road surface technology over the past few years. While some of these innovations have been embraced by municipalities and private companies, others have fared poorly when faced with the reality of Canadian winters.
One of the most visible developments has been the increasing use of coloured asphalt. The Regional Municipality of York, located north of Toronto, uses red asphalt to mark dedicated lanes for its rapid transit bus system on some of its busiest roadways. Ottawa also uses coloured bus lanes while Edmonton employs green asphalt to identify its bicycle lanes. In each instance, enhancing public safety is the goal. Red asphalt mix in particular increases the visibility of bus routes to oncoming traffic.
“The black lane is for regular traffic. [Car and truck drivers] keep off the red lanes because those are for buses,” explains Ludomir Uzarowski, P. Eng., and Principal for Pavement and Materials Engineering at Mississauga, Ont.-based Golder Associates Ltd. The drawback? Coloured asphalt isn’t cheap. “Clear binders and proper colouring agents can become cost prohibitive,” says Matt Grimm, Director of Construction and Asphalt for Western Canada at Lafarge.
KEEPING COOL Light coloured asphalt is another growing
Top: Coloured asphalt has many applications; bottom: A DuraTough application.
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ROAD TECHNOLOGIES reduced-temperature process. The product employs large amounts of reclaimed asphalt pavement and asphalt shingle modifier. The manufacturing process reduces fuel consumption, emissions, smell and smoke. Other companies, such as Colas Solutions, offer a plant-based asphalt mix called Vegecol.
Top: Monitoring potholes; middle: Beam fatigue testing; bottom: A DuraTint application.
trend. Newly laid black asphalt pavement has an SRI (Solar Reflectance Index) value of zero, meaning it doesn’t reflect solar heat very well, so gets very hot. By contrast, light coloured asphalt not only has a higher SRI to stay cooler, but it lasts longer, is more durable and crack-resistant than traditional asphalt and has superior frictional characteristics. Pale-hued asphalt also helps contractors achieve a LEED credit for construction projects in which 50 per cent or more of hardscape has a minimum SRI value of 29. On the downside, techniques to lighten the colour of asphalt — such as using colourless or reflective synthetic binders or applying coatings to an asphalt surface — are costly. Manufacturing and maintaining asphalt in an eco-friendly fashion is becoming more common, as evidenced by the popularity of recycling methods such as Full Depth Reclamation (FDR). Grimm says FDR has been used extensively in Western Canada, particularly in
Edmonton where cement stabilization of the treated base deteriorates over time, resulting in reflective cracking that weakens the paved surface. “This construction practice has been introduced into paving contracts by Alberta Transportation and has been used on many projects over the last three years. Some projects have been introduced into the City of Calgary as well,” he says. “The performance of the recycled pavements has been good to very good. The sustainability benefits of the green technologies in the Region in terms of economic, environmental, and social aspects have been tremendous,” concluded a paper Uzarowski co-wrote for the 2014 Annual Conference of the Transportation Association of Canada that examined decades-old pavement recycling programs in the Region of Waterloo, in Southern Ontario. Some companies have taken an eco-friendly approach to making asphalt. Lafarge has a product called Duraclime which is created through a warm mix,
GOOD BUSINESS SENSE An eco-friendly approach makes good business sense given the advent of “carbon credits and the carbon economy,” notes Grimm. In another trend, Superpave (a performance-related asphalt binder and mixture specification) is being rapidly adopted in many areas. Hugh B. Donovan, P. Eng., and Manager of Operations for Edmonton’s Engineering Services Quality Assurance Laboratory, a road surface research facility, says that many Canadian jurisdictions have switched to Superpave. “Not as many municipal jurisdictions but certainly some of the highways in Ontario have it,” he says. Quebec uses it, and Edmonton switched to Superpave around two years ago, Donovan adds. The lab’s purpose is to evaluate various pothole filling materials and seek ways to improve the city’s asphalt mixes so pavement lasts longer. Also popular currently is the use of fiber in hot-mix asphalt mixes, which is generating interest from some municipalities and airports, Uzarowski says. “We believe it may have significant potential for some improvement in hot asphalt mix performance.” ACE fiber and Forta Asphalt Fiber, are two examples of fiber manufacturers. They claim that their products have great benefits to asphalt, including: increased resistance to reflective cracking, fatigue and rutting; and boosting life expectancy. Grimm has seen a couple of recent trends developing in road surface technology, chiefly, the use of fine graded surface mixes (and lowering the top size of the aggregate) to produce a tighter road surface.
LONGER LASTING AND MORE DURABLE “A tighter road surface prevents the egress of air and water into the pavement (and)
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ROAD TECHNOLOGIES that promotes a longer lasting, more durable pavement,” he explains. Grimm also notes that the use of antistrip additives to reduce moisture damage to the pavement is on the upswing. Of course, not every road surface innovation fits the Canadian market. “We looked at porous asphalt but unfortunately in our environment, those asphalts
“A tighter road surface prevents the egress of air and water into the pavement (and) that promotes a longer lasting, more durable pavement,” don’t tend to work very well because of our freeze-thaw cycle and the fact we put [sand and salt] on our roads in wintertime,” says Donovan. He
says when using porous type asphalts or concretes, the voids get plugged up pretty quickly. Noise reducing asphalt has faced similar challenges. Lafarge has a product called Durawhisper, which blends crumb rubber and a polymer modified binder to create an asphalt overlay that improves rutting resistance and reduces traffic noise by up to eight decibels. “One of the first trials we did was in the City of Nanaimo [British Columbia]. Not only did it reduce noise, it reduced spray in wet conditions. You got a lot less spray coming off tires onto windshields,” says Grimm.
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AVOID COLDER CLIMATES However, results weren’t as positive in colder climates: “The issue with any of the open-graded mixes like Durawhisper is that in wintertime, with winter sanding, you eventually get those voids filled with sand or salt,” he says. So for Canada, it works for the West Coast, but has limited applications in colder regions. A new product from Lafarge called Duratough is a surfacing system for pavement that experiences slow or heavy traffic or where a tough, impermeable surface layer is required. Looking forward, expect to see more emphasis on road surface smoothness. “Governments are starting to realize smoothness is becoming more and more of a key driver to the quality of the [roads]. The smoother the road, the longer you can operate,” says Grimm. Industry experts say road surface technology will continue to progress as needs change and evolve. “Our industry has been and continues to be innovative. These different technologies form part of our extensive toolbox to meet the needs of the owner, to help build long lasting, durable roads,” says Vince Aurilio, Executive Director of the Ontario Asphalt Pavement Council (OAPC).
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ROADSIDE SAFETY
ROADSIDE CONSTRUCTION SAFETY: BY ANITA DEITER
Understand the Hazards
T
his article provides information on traffic and vehicle hazards in roadside work zones. You will also need to consider hazards associated with your specific work activities. Working close to traffic is dangerous. Each roadside work site has its own unique set of hazards. Make sure your employees or supervisors have been informed of the hazards at your work site before beginning work. Be aware that the types of hazards can change over the course of your work shift. Traffic volumes can increase, for example, or changing light levels can reduce drivers’ visibility.
POTENTIAL HAZARDS AROUND THE WORK SITE • Take note of any work vehicles or mobile equipment you need to be aware of. • Consider if work vehicles will be entering or exiting the work site over the course of the day. • Store your equipment and supplies in
an area where they won’t get hit and you can safely access them.
POTENTIAL HAZARDS ON THE ROAD • Establish if your work zone is set up near a busy intersection with traffic coming from multiple directions. • Measure how much space you have between your work site and the roadway. Be aware of your location vis-à-vis traffic, cyclists and pedestrians as you work. • Be aware of the visibility of approaching drivers. Check to see if there are any curves, crests of hills, trees and bushes, or parked vehicles. • Take note of any overhead cables, railway crossings or right-of-way. • Be aware of other roadside work or traffic control going on nearby.
• Large vehicles such as commercial trucks are often wider than normal vehicles and may have protruding side mirrors. • Be aware of vehicles travelling faster than the speed limit. • Identify any cycle lanes. What is the volume of cyclists?
LOOK AT THE LOCAL AREA • Be aware of delivery vehicles, buses or other vehicles that may periodically block signage or reduce road width. • Identify any traffic entering or exiting nearby commercial premises that could block signage or obstruct visibility of you or your co-workers. • Consider any police, ambulance or fire stations you should be aware of.
LOOK AT PEDESTRIANS POTENTIAL TRAFFIC HAZARDS • Be aware of the type of traffic that is passing by – passenger vehicles, buses, large trucks.
• Be aware of any pedestrian traffic near your work site. Is there a clear path for pedestrians to travel safely, including those with mobility issues such as the
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elderly or disabled? • Be aware of any children in the vicinity. Identify nearby schools, parks, playgrounds, etc.
LOOK AT THE ENVIRONMENT • Consider if the weather may affect visibility of drivers (e.g., fog, heavy rain). • Be aware of the condition of the roads. Are they slick or slippery? • Be aware of any light conditions or location of the sun that may affect the drivers’ visibility.
LOOK AT WHAT MIGHT CHANGE Consider how the above hazards may change over the course of your work. For example: • rush-hour traffic flows; • school run traffic and parking special events; and • weather, amount of daylight, and road surface conditions.
REVIEW THIS SAFETY CHECKLIST
- Do you have the appropriate traffic warning signs and traffic control devices such as cones in your vehicle? - Do you understand how to correctly place traffic warning signs and devices? - Do you how to identify and address site-specific hazards once you arrive at your work site?
REMINDERS • Where possible, work facing traffic. This is especially important if the area is noisy or you’re wearing hearing protection. If you must turn your back to traffic, consider having a spotter to warn you of approaching vehicles. • Be careful not to inadvertently move closer to traffic as you work. Keep your focus; stay aware of your position. • Be aware of changing conditions over the course of your work shift. Traffic volumes, road surface conditions and visibility can change quickly and increase your risk. • Be aware of mobile equipment and work
vehicles, especially as they enter and exit the work zone. Ensure you make eye contact with the operator before approaching the vehicle. Do not assume the operator can see you. If possible, use a spotter if work vehicles and equipment will be moving around the site behind or beside you. • If you have any concerns about your safety – or the safety of motorists, pedestrians or cyclists near your work site – alert your supervisor or employer.
Anita Deiter is the Cone Zone Campaign Project Manager. In its seventh year, B.C.’s “Cone Zone” campaign is a provincial initiative supported by the Work Zone Safety Alliance - organizations committed to improving the safety of roadside workers including WorkSafeBC, Government of B.C., Justice Institute of B.C. and B.C. Road Builders and Heavy Construction Association.
Review this checklist before beginning your roadside work. Alert your supervisor or employer if you can’t answer “yes” to every question. • Do you understand your organization’s procedures for working safely at the roadside? • Are you aware of the hazards associated with your work site? • Have you had a safety briefing to review work site hazards? • Do you understand the work zone set-up (e.g., traffic cones, signs)? • Are you familiar with the movements of mobile equipment or work vehicles at your work site? • Do you understand your organization’s procedures for working safely around mobile equipment and work vehicles? • Are you wearing your high-visibility garment? Is it clean and usable – not torn or faded? • Do you know your escape route in case a vehicle crosses into the work zone? • Do you know what to do in case of an emergency incident at your work site? • Have you discussed any and all safety concerns with your supervisor? • If you don’t know where your work site will be in advance:
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The Offic
SHOW REPORT
First Canadian Concrete Expo a hit Canadian Concrete Expo, held at the International Centre in Toronto, Ont. from Feb. 7-8, featured over 200 exhibitors, almost 3,400 attendees and 200,000 square feet of exhibit space
C
Top: HD Supply Brafasco sponsored a well-attended session on the hazards of silica dust and necessary protection. Rick Tunks, safety specialist program manager at HD Supply Brafasco, led the talk with guest speakers from 3M and Bosch. Bottom: Despite a massive early morning snowstorm on the first day, hundreds of contractors turned up to view concrete related products, equipment and services.
anada’s first all-concrete construction exposition exceeded expectations, according to Stuart Galloway, president of the show’s organizer, 20/20 Show Productions. “Its something the industry really needed in Canada,” said Galloway. The expo offered 23 sessions, including large equipment demonstrations held within the centre – a first for a national trade show, according to Galloway. A full-scale demonstration of three Lafarge Canada products, including Agilia Horiztonal XTR, a self-consolidating concrete, and Agilia Vertical, attracted 230 attendees. With a slew of exhibitors, the show offers businesses with an opportunity to shop and compare without having to attend an international show, said Galloway. Boom pumps and trucks, concrete-mixing trucks, rebar, additives and coatings and decorative concrete were all on display at the exposition. Among attendees were producers, contractors, manufacturers, developers, architects, engineers, specifiers and government representatives. About 44 per cent were general managers, presidents and CEOs, said Galloway. Sponsors included Building Point Canada, Symons by Dayton Superior, Lafarge Canada, Tilt Wall and Lehigh Hanson, in addition to over 50 supporting associations. The expo will return to the International Centre from Feb. 6-7, 2019, where Galloway expects 70 per cent growth and double the attendance. New exhibitors, education sessions, suppliers and partners are all in the works for next year’s expo. Galloway also hopes to introduce networking events and elevate the show’s educational component. “We’ve got our exhibitors from 2018 chomping at the bit to rebook their exhibit space for next year,” said Galloway. “We’re really trying to build this as a national show, not a regional show for Ontario.”
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SOFTWARE By Jacob Stoller
Location, location Technology that helps identify where people and things are is expanding at a phenomenal rate. The resulting geo-awareness of many construction apps is gradually changing how contractors run their businesses.
O
ne of the most palpable signs of the digital area is the growing frequency of requests to “rate your experience” at venues you happened to pass. The availability of information indicating where you are, or, to be precise, where your phone is located, is transforming the retail goods and services industries. Although the trend in construction isn’t as obvious, the industry is seeing an explosion in geo-aware technology that has significant implications for the future. “Construction hasn’t been known for being leading edge,” says Thomas Strong, Managing Director of Virtual Construction Services at Toronto-based EllisDon, “and in the past we’d see maybe 10 software start-ups in a given year. But in the past year or so, we’ve probably had 100 start-ups knocking on our door.” Dallas-based Project Atlas, for example, has recently released an app that allows construction personnel to view plans and site maps on their phones and, like Google Maps, see exactly where they are in that picture. The company is currently working on integrating their software with the most common construction software tools. The advantages of this kind of capability speak for themselves.
DEVELOPING TECHNOLOGY Connecting a computer with geographic coordinates is, of course, nothing new. Global Positioning System (GPS), the satellite-based location tracking system set up by the U.S. Government, dates back to the ‘70s. What’s changed is that data capture has gotten cheaper and more powerful, resulting in the collection of enormous amounts of geographically referenced data. As a case in point, large construction firms are developing sizeable GIS (Geographic Information System) databases that help them build virtual models, verify the location of an underground pipe, or monitor and regulate activities according to geographic considerations. One of the most basic applications of geographic information is called geo-fencing, in which a particular zone or jobsite is identified by geographic coordinates. By tracking the location of cell phones and other devices, a company can monitor presence in a particular zone. “We can geo-fence labour on a jobsite, so we can understand where and how labour is being allocated, for all sorts of different reasons, including safety,” says Strong. On the safety side, for example, a company could geo-fence a blasting area, and the safety office could monitor that zone in real time to ensure that no
employee is at risk. Geo-fencing is also used to manage assets more efficiently. Equipping vehicles with beacons that report their location in real time has become a central aspect of fleet management. According to Sonny Shem, Manager of Virtual Design and Construction at Edmonton-based PCL, more and more equipment will be “smart and location aware” as beacons become cheaper and more portable. On the leading edge, geographic information is being used to pilot drones which collect video information for various purposes, such as a safety inspections, progress reports on jobsites, or the creation of detailed photographic site maps. Recent off-the-shelf software products like Pix4d, used to create aerial maps, are making this technology affordable for more and more firms.
CREATING A MORE ACCURATE PICTURE Geographic sensing via satellite or cell tower has limitations, and the key to accuracy is combining technologies. Google Maps, for example, improves on cellular tower accuracy by factoring in a phone’s proximity to known wi-fi networks. Similarly, what a superintendent or worker “sees” through a phone’s camera can be compared with a stored image that is geographically referenced, allowing a precise determination of the device’s location, either in real space or on a particular drawing or plan. The comparison of sensed and stored information enables the incorporation of geographically-referenced photographic information in virtual BIM-based models. It will also be one of the keys to the safe operation of self-driving vehicles, which will constantly be collecting massive amounts of video information. The ubiquity of this kind of data will have interesting implications for construction. If a self-driving vehicle senses a pothole in the road, it will be able to scan, record, and send that information to a city works department. When that same car passes a construction environment, any changes can be recorded. And as such data becomes more accessible, Shem suggests, it may soon be possible to sit in front of a computer screen and, using a scroll bar, travel into the past and watch how his home city of Edmonton has evolved.
Jacob Stoller is principal of StollerStrategies. Send comments to editor@on-sitemag.com
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RISK By David Bowcott
When Global Construction Catches a Cold
T
here is no doubt about it, the construction industry has globalized quite significantly over the past 20 years and there are both advantages and disadvantages to the world’s biggest players creating a global service footprint. Not to be a downer, but I’m going to focus some attention on one of the potential disadvantages of living in a world with globalized construction and that is the fact that contractions in construction capacity felt at a global level lead to contractions in those local economies that are significantly exposed to global players. Regardless of the role you play within the construction economy and the relative size of that role (small, medium or large), you will be exposed to the colds and flus suffered by the mega global players. Let’s look at some of the recent symptoms at a global level
Carillion PLC and Società Italiana per Condotte d’Acqua S.p.A (or Condotte) out of Italy. We also witnessed several other high profile global contractor financial collapses/restructurings since 2015. Of note, almost all of these large contractors had significant operations outside of their home country (they were global players). 2. Evidence of Weakening Global Contractor Financial Positions: Several contractors in the global community continue to experience weakening profit margins in the construction sector. The table below provides historical evidence of margin deterioration in one of the world’s largest construction economies – the United Kingdom. The UK construction market is extremely transparent and this information has been gathered from public records. Such weakness isn’t exclusive to the UK market as other markets are experiencing similar margin All players, at all levels, should be paying attention to deterioration. Thinner margins leaves less room for error and can often leave contractors with trends/symptoms like those referenced. insufficient resources when demand for their services and associated security increases. Less profit also means balance sheet and liquidthat might indicate that global construction capacity ity weakness over time, leading to cash flow concerns and the might be coming down with a pretty nasty illness. The inability to finance operations in event of project or marketplace following represents a very small sampling of several trends we disruptions. are seeing that exhibit symptoms of this illness: 3. Dispute Data: Every key region within the global construc1. Growing Number of Global Contractor Failures: Over the tion economy monitors disputes between key players within the past five years the global construction market has seen some of construction supply chain in some form or another. The chart its biggest players fail. With less than two months of 2018 in on Pg. 44 was derived from data drawn from Arcadis’ Global the books (as of this writing) we have seen the insolvencies of Construction Dispute Report. Though there appears to be a reduction in disputes in 2016, the view through my company’s global lens shows evidence that the 2017 disputes are significant and we expect to see an overall upward jump in this trend line. Clearly, up to 2016, there does appear to be an upward trend in dollar values for disputes and duration of disputes. These disputes do have an impact on contractors’, subcontractors’ and suppliers’ balance sheets. The inability to turn underbillings/receivables into cash in a timely manner will have significant impact on a contractor’s ability to finance future obligations, or finance their way out of a project problem or marketplace disruption. These are but three examples of symptoms found within the global construction economy that point SOURCE: CONSTRUCTIONNEWS.CO.UK CN100 2017 Continued on page 44
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RISK By David Bowcott Continued from page 42 to a potential illness within the overall market. All players, at all levels, should be paying attention to trends/symptoms like those referenced above because the world is in fact globalized when it comes to construction capacity. The global supply chain is interlinked now and as it becomes more interlinked global disruptions will affect those economies that have the most exposure to global players – like Canada. In addition to paying attention to global trends/symptoms, you should ensure you are doing all you can to prepare yourself to best navigate financial turbulence caused by a global construction capacity contraction. (Turbulence might be defined as: (a) a reduction in surety and bank credit capacity; (b) loss of balance sheet liquidity; (c) increase in claims preparation/ claims defense; and (d) overall inability to bid the work you would otherwise want to bid in the coming months and years.) Hope for the best and prepare for the worse.
DATA SOURCE: ARCADIS GLOBAL CONSTRUCTION DISPUTES REPORT 2017
David Bowcott is Global Director – Growth, Innovation & Insight, Global Construction and Infrastructure Group at Aon Risk Solutions. Please send comments to editor@on-sitemag.com. DATA SOURCE: ARCADIS GLOBAL CONSTRUCTION DISPUTES REPORT 2017
MARCH 2018
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CONTRACTORS & THE LAW By Alexander Spraggs
Don’t forget to bring this important tool to your next job
W
hat are the most important tools for a contractor to bring to a jobsite? Hammers? Wrenches? A sturdy pickup truck? … What about builders liens? Builders liens give contractors the leverage they need to turn a job done into a job paid for. What’s more important than that? So what exactly does a builders lien do? Without a builders lien, an unpaid contractor can only go after the person with whom they have contracted to settle unpaid accounts. However, armed with a builders lien, an unpaid contractor can acquire a legal interest in the property that they worked on, and this interest can be wielded over the owner of the property on which the contractor is delivering supplies or making improvements. Generally, an unpaid contractor with a valid builders lien can get the courts, upon judgment, to sell the liened property and use the proceeds to settle their unpaid accounts. However, like all tools, a builders lien isn’t right for every project and is only as effective as the person who is using it. Therefore, it is important to get advice from a lawyer who is well versed in the use of this device to make sure that a lien is suited to the project and used properly. You wouldn’t put a chainsaw in the hands of an amateur, and the same can be said about a builders lien (although, it would make a less entertaining horror movie).
larger contractors who take on projects in different provinces around Canada, as no two provinces are the same when it comes to the use and application of builders liens. While the lien has existed in civil law jurisdictions like Québec (where it is called a “hypothec”) since Roman times, it was never a part of the English common law that was imported into the other Canadian provinces. For this reason, every province has its own builders lien legislation, each with its own peculiarities. In most provinces, builders lien legislation does not work against the provincial Crown (as in the Alberta example above). However, in British Columbia and Prince Edward Island, builders lien legislation is binding on the provincial Crown. Nevertheless, the fact that the legislation applies against the provincial Crown in B.C. and P.E.I. does not mean that liens will have the same effect on Crown owned property and privately owned property. In BC, for example, where builders lien legislation applies against the provincial Crown, lands owned by the province can be liened but cannot be sold to satisfy a judgment in favour of a lien claimant. Another area where the use of builders liens can be particularly tricky is when property is owned by the federal government. Provincial builders lien legislation does not affect property owned by the federal Crown. However, some federal statutes specifically allow for liens against federal Crown property. For instance, the National Energy Board Act provides that provincial lien legislation can be For this reason, every province has its own builders lien enforced against federal Crown property with legislation, each with its own peculiarities. respect to pipelines. But it’s not just federal Crown owned land where builders liens can be problematic: if a lien will impair a federal For instance, one of the aspects of builders liens undertaking (such as the operation of an airport, which falls under that may catch some contractors off guard is the fact that the exclusive federal jurisdiction over aeronautics), it will generally not all property can be the subject of a builders lien. This be found to be invalid, regardless of whether the land is owned by may result in a contractor reaching for a lien when another tool may the federal Crown. be better suited for the job. For instance, in Alberta, the Builders’ So, while a builders lien is one of the contractor’s most useful Lien Act cannot be enforced against the provincial Crown. However, and powerful tools, it isn’t the right tool for every job and should the Public Works Act provides a useful mechanism to make claims be handled with care. While you won’t lose a finger if you use it against public works projects. Therefore, a contractor working on a incorrectly – you just might lose your shirt! public works project who is thinking about using a builders lien on This article is for information purposes only and may not be Crown owned property (not realizing that claiming under the Public relied on for legal advice. Works Act would be a better tool for the job) might miss critical deadlines for filing claims under the Public Works Act and find Alexander Spraggs is an associate at Borden Ladner Gervais themselves without the leverage they need to ensure they are paid practicing in the areas of construction, commercial litigation and for their work. arbitration. Pitfalls like this may be particularly difficult to navigate for
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