On-Site March 2022

MARCH 2022

> INSIDE < CONCRETE ON-SITE PG.33

GOOD GRADES

GRADE CONTROL SOLUTIONS

TWIN HIGHWAYS

NOVA SCOTIA GETS BUILDING

QUICK FIXES

ADDRESSING COMMON CONCRETE ERRORS

BUILDING TOMORROW’S ROADS TODAY TECHNOLOGY HITS THE HIGHWAY

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VOLUME 67, NO.2/MARCH 2022

COVER STORY 20 Building tomorrow’s roads, today Technological advancement is not only for vehicles and traffic signals.

Roads are stepping up their game, too.

IN THIS ISSUE Comment 5

20

Finding workers is only part of the equation

8

News The major developments

12

Construction Stats The key figures

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36

Getting good grades What’s new in grade control solutions

18

NHES Preview Heavy equipment show set to go live and in person

27

Road building Nova Scotia embarks on highway improvement journey

COLUMNS 42 Risk Project 13: The ultimate lifecycle driven collaborative procurement model?

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27

Software Safety intelligence: Using data on construction sites

46

45 Index of Advertisers

Contractors and the Law Navigating workforce shortages

CONCRETE ON-SITE 35

36

Industry show draws thousands to Vegas.

Using water to address common concrete errors.

World of Concrete 2022

COVER PHOTO: © MOPIC / ADOBE STOCK

Finding a fix

on-sitemag.com / 3

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COMMENT

Finding workers is only part of the equation

Get the latest construction news!

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I’ve had the opportunity to speak with Mike Rowe a few times over the years, and each time I’ve chatted with the host of Dirty Jobs, he’s left me with fantastic insights about the labour shortage in the skilled trades. It was Mike who first explained to me that concern about the labour shortage is not really a thing for trades professionals. Shortages drive their earnings up and allow them to pick and choose the clients they work for, and the jobs they wish to do.

The concerns arise when nobody is available to do the work, he explained to me.

What happens when homeowners — and I’ll add in developers and general contractors to this list of affected stakeholders — need to find a trained and certified person to provide a service, but none can be found?

Long waits that sometimes never end can lead to the scrapping of projects or even to the use of people who should not be doing these skilled tasks in the first place.

So, what can we do?

Well, just in the past few months, we’ve seen a number of announcements made at the government level.

For example, the federal government launched a website and a series of commercials. While the television spots are noticeably light on non-residential and heavy construction, they indicate a willingness to teach anyone with an interest so that they can become the next generation of tradespeople.

In Ontario, the province is promising to make it easier for tradespeople from other provinces to have their credentials recognized in the hopes of attracting experienced workers.

Looking internationally, several groups are calling for the federal government to allow more workers with skilled trades backgrounds to immigrate to Canada.

“Canada’s immigration system has disproportionately recognized immigrants who have formal education, certificates and language skills,” says RESCON president Richard Lyall.

“But foreign-trained construction workers, especially in the voluntary trades, are overlooked.”

And there’s also the push to attract more diversity from the domestic talent pool. According to a survey done by OECD, only two per cent of 15-year-old females are planning to pursue a career in the skilled trades. That’s a figure that needs to rise, and hopefully will as events like Annex Business Media’s annual Women In Construction event, held earlier this month, help showcase the opportunities (and mentorship) available.

These are all good initiatives, and definitely worthy of support and promotion, but there’s another factor that also needs to be calculated in our aim to navigate labour shortfalls, and that’s technology.

When they built the first Welland Canal, it took five years to carve a 44-kilometre trench eight-feet deep and 24-feet wide with picks and shovels. Ten modern excavators could move that amount of earth in less than a single year; 14 if you want weekends and holidays off.

Jacob Stoller’s column on page 44 includes a great illustration of how technology helps us make more productive use of time. While we need more workers, don’t overlook the technical advances that can help bridge the labour gap — some of which might even be on display at the upcoming national and Atlantic heavy equipment shows.

Until next time, stay safe and do good work.

Adam Freill / Editor afreill@annexbusinessmedia.com

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CONTRIBUTORS

MEET OUR CONTRIBUTORS FOR THIS ISSUE NATE HENDLEY / Freelance Writer and Author On grading: “Simple displays, clearly identifiable screen icons and easyto-follow instructions are now the norm. Intuitive grading controls simplify operations for older operators who didn’t grow up with technology while reducing the learning curve for younger workers with limited job experience.”

SAUL CHERNOS / Freelance Writer On the highway upgrades underway in Nova Scotia: “The stretch of Highway 104 between Sutherlands River and Antigonish illustrates the motivation behind more than $1 billion of lane twinning projects and other major enhancements that are in the works province wide.”

VOLUME 67, NO.2/MARCH 2022 www.on-sitemag.com

READER SERVICE Print and digital subscription inquiries or changes, please contact Urszula Grzyb, AUDIENCE DEVELOPMENT MANAGER Email: ugrzyb@annexbusinessmedia.com Tel: (416) 510-5180 Fax: (416) -510-6875 Mail: 111 Gordon Baker Road, Suite 400, Toronto, ON M2H 3R1 PUBLISHER | Peter Leonard (416) 510-6847 pLeonard@on-sitemag.com EDITOR | Adam Freill (416) 510-6821 afreill@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@on-sitemag.com

JACOB STOLLER / Principal, StollerStrategies On the use of data to enhance project safety: “A comprehensive picture of potential threats requires input from diverse sources, such as drone surveys, scheduling apps, equipment logs, site photos, BIM models and recorded conversations.”

DAVID BOWCOTT / Global Director – Growth, Innovation & Insight, Global Construction and Infrastructure Group at Aon Risk Solutions On collaborative procurement models: “It seems there is great opportunity for improvement if we can find the ideal stakeholder governance model and the ideal risk allocations amongst stakeholders within that model.”

AVESTA ALANI AND RICHARD YEHIA/ Borden Ladner Gervais LLP On navigating the shortage of skilled tradespeople: “Given the federal government’s commitment of $180 billion dedicated to infrastructure projects such as roads, bridges and water works facilities, the lack of available workers may impact the availability of contractors and subcontractors to complete this work.”

COO | Scott Jamieson sjamieson@annexbusinessmedia.com

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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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6 / MARCH 2022

TAKING CONSTRUCTION

TO THE NEXT LEVEL.

2.7M square feet of exhibits / 130,000 attendees / 1,800 exhibitors / 150 education sessions

MARCH 14-18 / 2023 / LAS VEGAS / NEVADA

No matter what sector of construction you’re in, you’ll leave CONEXPO-CON/AGG with new ideas, new relationships, and new opportunities to grow your business, and your place within the industry.

This isn’t just North America’s largest construction trade show, it’s taking construction to the next level.

LEARN MORE AT CONEXPOCONAGG.COM

2020 Attendee Britton Lawson, Veit and Company, Inc.

INDUSTRY>NEWS Heavy equipment show set to hit Moncton again After a pandemic-forced hiatus, the Maritime’s largest trade show for Heavy Equipment is set to return to the Moncton Coliseum this April for a live event with equipment on location for visitors to check out.

Traditionally held every second year, its most recent edition, held in pre-pandemic times, attracted a record-breaking 14,800 visitors to its show floor in 2018. Looking to capture the energy seen from that edition — the largest turnout in

the event’s 36-year history — the coliseum will be filled indoors and out with exhibits of machinery and the products and services that keep the forestry and road building industries running day in and day out.

Set for April 13 and 14, the show presents an opportunity for visitors to connect with hundreds of exhibitors displaying cutting-edge equipment over an expanse of more than 200,000 square feet of exhibit space.

“We have a near sold-out floorplan and final preparations are starting to get underway,” said show manager Mark Cusack. “We’re looking forward to meeting thousands of people from the road building and forestry sectors from throughout the Maritimes at this year’s event.”

For more details about the show, including exhibitor and product announcements, follow the event on Facebook and Instagram, or visit www.ahes.ca.

EllisDon becomes official partner of Canadian Paralympic Committee The Canadian Paralympic Committee (CPC) and EllisDon have announced an official partnership, set to run through 2024. Last summer, the global Canadian construction services company provided operational services to CPC at the Tokyo2020 Paralympic Games.

The current announcement formalizes its ongoing support as an official supplier of CPC for the next three years, including at the Beijing 2022 Paralympic Winter Games.

“We are excited to officially be partnering with EllisDon for the next three years, and look forward to continuing our great work together on a year-round basis,” said Karen O’Neill, CEO of the Canadian Paralympic Committee. “There is so much behindthe-scenes work that goes into bringing the Canadian Paralympic Team to the Games, and EllisDon’s expertise is helping us ensure we provide athletes

8 / MARCH 2022

with a high-performance environment so they can focus on their competition.”

EllisDon’s infrastructure services and technology team will provide services at the Paralympic Village, including pre- and post-occupancy inventory and inspection, onsite operations and maintenance technical expertise, concierge support, furniture and equipment management, and signage implementation.

PHOTO: MASTER PROMOTIONS LTD.

INDUSTRY NEWS

Caterpillar Inc. is inviting machine operators from around the globe to take on the world in its 2022/2023 Global Operator Challenge. The challenge tests the skills and precision of equipment operators as they prove their excellence in operating Cat machinery, as well as their ability to master any piece of construction equipment safely and efficiently.

“More than 80 Cat dealers will host local, one-of-a-kind competitions, celebrating equipment operators and enabling them to showcase their exceptional skills in fun and dynamic ways,” said Tony Fassino, group president of Construction Industries at Caterpillar Inc. “Whether their expertise lies in digging a trench, moving aggregates or managing demolition, our Global Operator Challenge will be demanding for even the most experienced operators. We can’t wait to see what they can do with our machines.”

Sixty-seven Cat dealers hosted local competitions in the 2019/2020 challenge, and operators from 30 countries participated. The company expects the 2022/2023 competition to be Caterpillar’s largest construction industry event of its kind.

The first round of the challenge consists of local qualifiers, hosted by Cat dealers starting this month and running through September of this year. To make this year’s competition even more challenging, Caterpillar has added the requirement that every event must feature three different challenges on three separate pieces of equipment. Therefore, operators must master a broad assortment of equipment to qualify for the next round.

Those who qualify in the local events will then move onto regional semi-final competitions in October of 2022. Nine finalists will emerge from the regional semifinals and participate in the global finals competition in Caterpillar’s outdoor Festival Grounds exhibit during CONEXPO-CON/AGG in Las Vegas in March of 2023. The winner of that competition will receive an all-expense-paid trip for two to a Caterpillar facility.

Jaus Neigum, owner of Industrial

PHOTO: CATERPILLAR

Caterpillar launches Global Operator Challenge

2019/2020 Global Operator Challenge champion Jaus Neigum, owner of Industrial Backhoe Ltd. in Medicine Hat, Alberta.

Backhoe Ltd. in Medicine Hat, Alberta, was named 2019/2020 Global Operator Challenge champion.

“I’ve been operating Cat machines for more than 15 years. Having the opportunity to demonstrate my skills and compete against peers from around the world was one of the most rewarding experiences in my career,” he said. “If you’re an operator of heavy equipment, this is a contest

you don’t want to miss. And, if you’re a business owner like me and my partners, I encourage you to put forward your best operators, because this competition is going to be even bigger and better than the last one.”

For more information about the Global Operator Challenge or to express interest in participating in the competition, please visit www.cat.com/operatorchallenge.

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INDUSTRY NEWS

International engineering consulting group COWI has been awarded a $15 million contract from the Province of British Columbia as the owner’s engineer of an eight-lane immersed tunnel on Highway 99 to allow for transit across the Fraser River. The project will provide more capacity for drivers and transit users, while also providing walking and cycling options through the crossing for the first time.

The new tunnel will have three general purpose traffic lanes and one dedicated bus lane in each direction, as well as a bi-directional multi-use cycle path/pedestrian walkway to improve travel across the river without restricting navigable space for marine traffic. COWI will provide the reference concepts and geotechnical underpinning for the $4.15 billion river crossing.

Drawing on the experience gained from designing the original George Massey tunnel in 1959, COWI will conceptualize and oversee the removal of the original four-lane tunnel and the 22_0356_Onsite_MAR_CN Mod: February 1, 2022 9:20 AM Print: 02/17/22 3:11:06 PM page 1 v7

π

A new eight-lane immersed-tube tunnel will replace the George Massey Tunnel on Highway 99.

construction of its eight-lane replacement.

“It’s projects like these that light up the engineer inside each of us,” said Darryl Matson, senior project director for the George Massey project at COWI in North Vancouver. “We are very passionate about this project as it lies in the backyard of our local team. We use it frequently so we know what a difference we can make to the community.”

MAPEI marks 85-year milestone

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It was 1937 when Rodolfo Squinzi founded his building materials business in the outskirts of Milan with seven members of staff and the support of his wife Elsa. Eighty-five years later, MAPEI, which stands for Materiali Ausiliari Per l’Edilizia e l’Industria, has evolved through three generations of entrepreneurs to include business operations in 57 countries.

“We are treating this important milestone more like a starting line,” stated the company’s Veronica Squinzi. “MAPEI is a company with its heart in Italy and its eyes looking out across the globe. Since our grandfather took that historic first step in 1974 and built the athletics tracks for the Montreal Olympics, we have never stopped investing in new markets.”

“Our deep commitment to innovation and research is still a major part of the entire group strategy,” added fellow Board member Marco Squinzi. “We are a chemical company manufacturing products for the building industry and the aim of our 32 research laboratories is to come up with cutting-edge products to make building increasingly sustainable by focusing on durability and quality.”

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PHOTO: B.C. MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE

COWI wins George Massey tunnel engineering contract

Calgary Municipal Land Corporation (CMLC), together with partners Arts Commons and the City of Calgary, have announced that Toronto-based architectural firm KPMB will lead the team that will design the expansion and renewal of Arts Commons, one of Canada’s largest arts centres, through the Arts Commons Transformation (ACT) project.

KPMB has worked on several major arts and theatre projects, including Toronto’s Massey Hall and the Allied Music Centre, the Royal Conservatory TELUS Centre for Performance and Learning, Toronto’s TIFF Bell Lightbox, and the Banff Centre for Arts & Creativity.

The company will work with First-Nations firm Tawaw Architecture Collective Inc., Calgary-based Hindle Architects, and SLA, a design studio from Denmark. This design team is expected to bring a rich variety of perspectives and specialties to the major civic upgrade.

Over the past year, the project partners have been working through the process to create a functional plan and business model for the expansion, conducting a building assessment and carrying out public engagement.

Currently home to five theatres and the Jack Singer Concert Hall, Arts Commons will be transformed over two phases. The first, which is now fully funded, will see the addition of new performance venues and support areas. The second phase will modernize the existing Arts Commons, and will follow once funding is secured. The project scope for KPMB and the design team encompasses both phases.

Calgary-based PCL Construction, which was awarded the contract for the project’s pre-construction services, will work alongside the prime design team to ensure the design process is aligned with future construction planning.

The new design is expected to be revealed this fall, with the first phase of construction scheduled to begin in 2024.

PHOTO: CMLC

Design team begins process to transform Calgary’s Arts Commons

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CONSTRUCTION STATS

Investment in building construction, December 2021 (in $Millions)

A selection of data reflecting trends in the Canadian construction industry

ICI CONSTRUCTION INVESTMENT ENDS 2021 ON A HIGH Investment in building construction increased by almost two per cent in December, to $18.4 billion. Gains were reported in both the residential and non-residential sectors, with the Industrial, Commercial, Institutional (ICI) basket posting its sixth straight monthly increase.

Commercial construction represented most of the ICI gains, rising to $2.7 billion, a jump of 1.7 per cent. Posting a similar percentage gain, the industrial sector increased to $842 million. Institutional construction could not keep pace, however, posting that segment’s first decline since late 2020. Eight provinces reported decreases.

On the quarter, non-residential spending on ICI projects had its best three-month period in four years. Jumping just over four per cent, it reached $14.7 billion, representing the largest quarterly increase since the third quarter of 2017.

Including gains in residential, the total value of investment in building construction increased by 1.8 per cent to $54.2 billion in the fourth quarter. Those results helped push building construction investments to record results in 2021, jumping 19.3 per cent to $218.2 billion.

Canada 13,432.8 Newfoundland and Labrador 70.8 Prince Edward Island 63.3 Nova Scotia 373.7 New Brunswick 180.7 Quebec 2,900.6 Ontario 5,840.4 Manitoba 438.1 Saskatchewan 246.5 Alberta 1,277.3 British Columbia 2,007 Yukon 19.9 Northwest Territories 11.8 Nunavut 2.7 SOURCE: STATISTICS CANADA

INFRASTRUCTURE SPENDING CONTINUES TO RISE Expectations of record-high capital investments by the public sector, along with strong increases in the private sector, will pace capital expenditures on non-residential construction and machinery and equipment to a rise of almost nine per cent in 2022, says Statistics Canada. The government agency anticipates seeing investment hit the $298.2-billion mark in 2022; a strong follow-up to the 10.4 per cent increase experienced in 2021. Public sector investment is expected to account for $116.8 billion of that figure, with the private sector anticipated to land at $181.4 billion, just shy of 2019 figures.

$298.2-billion

12 / MARCH 2022

2.7 per cent BUILDING CONSTRUCTION PRICE INDEXES RISE Construction costs were up in the fourth quarter of 2021. The residential building sector experienced an increase of 3.8 per cent, while the non-residential segment saw costs rise 2.7 per cent, a slight deceleration from the previous quarter. Costs to construct residential buildings increased the most in Montreal, followed by Toronto and Vancouver. Non-residential building construction costs rose the most in Ottawa, Toronto, and Edmonton.

Wood, plastics and composites continued to be the largest contributors to the price increases in residential building construction. Increases in the costs to construct non-residential buildings was mostly driven by a rise in prices for metal fabrication products and concrete elements, including steel reinforcement. Contractors mainly attributed the higher costs to rising labour costs resulting from skilled labour shortages and rises in the price of steel products, which was impacted by supply constraints.

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EQUIPMENT

GETTING

GOOD GRADES What’s new in grade control solutions

R

emote monitoring, wireless data transfer (WDT) and automatic/ semi-automatic functions are becoming increasingly common in grade control systems. Other grade control trends include a clamour for 3D solutions even when a cheaper, simpler 2D solution might suffice.

“2D works in two dimensions usually with a rotating laser as its benchmark. It’s perfect for flat pads, simple slopes, maybe a driveway or parking lot. 3D uses GPS [or GNSS] satellite technology or a total station for more complex operations with contours, such as a super elevated turn on a highway, maybe a golf course… A lot of customers think they need 3D but, in many applications, 3D may be over the contractor’s budget or overkill,” says Richie Snyder, marketing manager for precision solutions and telematics, CASE Construction Equipment.

14 / MARCH 2022

“2D applications can have a tighter tolerance… [Also], 3D does not necessarily always work inside tunnels — you have to see the satellites. So, a 2D application would work there. Then, there’s the initial investment. [With 2D] you don’t need a base station. You might just need a laser transmitter,” adds Scott Hagermann, senior market professional in CatGrade Technologies at Caterpillar.

Wireless data transfer meanwhile, can be used to update machines and operators to changes in design or work conditions.

Connectivity also enables remote support, from construction headquarters, a dealer or manufacturer.

“With these technologies, support is as important as the initial purchase,” says Sean Mairet, product marketing manager for grade control at John Deere. “If something goes wrong or the setting seems goofy [it’s beneficial if someone can] remotely get into

that machine and help the operator.”

A final trend centres on user-friendliness. Simple displays, clearly identifiable screen icons and easy-to-follow instructions are now the norm. Intuitive grading controls simplify operations for older operators who didn’t grow up with technology while reducing the learning curve for younger workers with limited job experience.

“Technology is obviously something that’s helping bridge some of the gaps with workforce availability,” Mairet says.

Come what may, it seems pretty that clear grade control technology is here to stay. In addition to allowing operators to make consistently make grade, these solutions save money and resources.

“With grade control, you don’t need as many supporting people grade-checking and setting up stakes and all,” Clark says.

Here’s a look at what’s new and/or noteworthy in grade control.

PHOTO: CASE

BY NATE HENDLEY

CASE recently introduced a new flagship product called the Precision Grader Blade for large-frame compact track loaders (CTLs).

A CTL fitted with this innovative attachment can offer the same grading performance as a motor grader, in a smaller footprint. Compatible with both 2D and 3D machine control, the Precision Grade Blade system can involve laser receivers, GPS/ GNSS satellite networks, total stations, and sonic tracers. Snyder says this solution is very intuitive.

“It’s very easy to navigate the 3D and 2D panel. We also go to great lengths to certify the dealers that sell the products, so not only do they know the applications, they also know how to support [the products] and offer training,” he says.

Working with technology partner, Leica Geosystems, CASE ensured that the Precision Grader Blade was scalable. An operator can start off using 2D then upgrade to 3D with minimum hassle or expense. Remote monitoring and online file transfer functions are also available.

“On a 3D solution, someone in the office can monitor the material that’s being cut, how the operator is progressing on the jobsite, and even upload files. So, if the project design changes, they can remotely upload that [information]. They just have to be connected to the Internet and can upload virtually from anywhere in the world,” says Snyder.

PHOTO: VOLVO CE

PHOTO: CASE

CASE CE

Volvo CE Active Control is a relatively new solution from Volvo Construction Equipment that automates bucket and boom movements for precision cuts along a programmed path.

Productivity is greatly enhanced. Active Control is nearly 50-per-cent faster than

traditional grading, according to Volvo CE. In addition to automated grading, Active Control offers swing control, depth limits (operators can program the solution to prevent over-digging) and height limits (operators can pre-set an elevation beyond which the bucket and boom cannot exceed). on-sitemag.com / 15

EQUIPMENT

We have grade control classes, where the customer comes to our facility. We have the latest and greatest machines with the latest and greatest technology. on them… [clients] go out and work on tractors, excavators, scrapers, motor graders … the guys are learning, ‘Okay, this is how this thing works.’

“You also have the ability to decide whether or not to do back-grading. [If yes], do you want the back-grading to be computer-controlled, or do you want to do it yourself?” says Matthew McLean, product manager for Dig Assist at Volvo CE. Active Control, which works in tandem with the company’s Dig Assist application and Co-Pilot display unit, offers benefits for a range of operators, he says.

“For an experienced operator, if they want to hit grade all day every time, this takes some of the guess work out of it. If you have people who aren’t that familiar with it, our system is easy to set up. You’re using a touchscreen and icons that make sense. On the screen, there’s an icon shaped like a bucket with an ‘A’. That’s Active Control. Touch that and up come selections — do you want it to control the bucket? Speed? Angle? Touch what you want and set it up,” says McLean.

Caterpillar

PHOTOS: CATERPILLAR

Cat Grade from Caterpillar blends advanced guidance with automated machine control for enhanced grading accuracy, precision, and productivity.

The 3D version of Cat Grade uses GPS signals to automatically adjust movements of the blade including tilting and lifting.

This factory-integrated system can be used on both flat and contoured landscapes and features an intuitive touchscreen interface.

A simpler 2D version offers two-dimensional blade control with no need for base stations or input from satellite networks.

A remote monitoring feature allows support staff to assist operators in the same way a computer technician dials into your laptop and adjusts some settings, says Hagermann. The company also offers in-person training at company sites in Peoria, Ill. and Tucson, Ariz.

“We have grade control classes, where the customer comes to our facility. We have the latest and greatest machines with the latest and greatest technology on them… [clients] go out and work on tractors, excavators, scrapers, motor graders … the guys are learning, ‘Okay, this is how this thing works,’” states Hagermann.

16 / MARCH 2022

PHOTO: TRIMBLE

Trimble Trimble’s Earthworks for Dozers grade control software offers intuitive settings and a unique Horizontal Steering Control function. This function enables the machine to automatically follow a horizontal alignment from a 3D model so operators can focus on grade and productivity.

“We’re the only provider that can automatically control a dozer in a horizontal alignment,” says Cameron Clark, earthmoving industry director at Trimble Civil Construction.

A few years ago, Trimble introduced Earthworks GO!, a pioneering, easy-toset-up grade control solution that can be run on a mobile phone.

Earthworks GO! determines blade tip position, optimizes machine performance for specific grading tasks, and controls the machine’s automatic blade settings, among other features.

Trimble’s WorksManager solution is “another thing that’s applicable to grading,” adds Clark.

WorksManager allows machines to wirelessly receive 3D designs and other information from machines, drones, and additional data sources if work plans change.

PHOTO: JOHN DEERE

2D applications can have a tighter tolerance… [Also], 3D does not necessarily always work inside tunnels — you have to see the satellites. So, a 2D application would work there. Then, there’s the initial investment.

[With 2D] you don’t need a base station. You might just need a laser transmitter.

John Deere

Last fall, John Deere announced it would be offering SmartGrade Remote Support — a new addition to the company’s SmartGrade platform — on its latest motor graders, excavators, compact track loaders and dozers.

Among other features, SmartGrade Remote Support offers remote display access (RDA) and wireless data transfer.

RDA allows a customer or dealer to see the screen live, so they can help troubleshoot. While WDT entails being able to send files remotely, if you get a change order, Mairet explains.

A few months previously, John Deere launched SmartGrade for Excavators.

Designed to augment grading accuracy and productivity, this factory installed 3D solution was initially introduced on the 210G LC and 350G LC Excavators. on-sitemag.com / 17

TRADE SHOW

NHES

SET TO GO LIVE

18 / MARCH 2022

some exciting additions to the show that will bring great value to attendees.”

In addition to educational seminars providing updates on emerging industry trends and a ton of equipment on display, attendees will also have a chance to connect with companies looking to hire personnel via the event’s Recruiting Here program.

Another area of the show, called the Gravel Pit, will take up a whole building to put a spotlight on aggregate crushing, screening and hauling equipment.

New for this year will be the NHES Digital Marketplace. That’s an online platform designed to enhance the connections made on the show floor. The system will provide an avenue for exhibitors and buyers to connect after the live event wraps up.

To find out more details about the show, including exhibitor and product announcements, visit www.NHES.ca or follow the event on Facebook and Linkedin.

NHES 2022 International Centre 6900 Airport Road Mississauga, ON L4V 1E8 Thursday, March 31, 2022 9 a.m. – 5 p.m.

Friday, April 1, 2022 9 a.m. – 4 p.m.

VISIT ON-SITE, ON SITE On-Site Magazine will be live at the 2022 National Heavy Equipment Show.

Come see our team at Booth 1208 in Hall 1 West, on the show floor.

PHOTOS: NHES/MASTER PROMOTIONS

T

he countdown is on. The National Heavy Equipment Show (NHES) is returning as a live, in-person event at the International Centre in Mississauga, Ont., from March 31 to April 1. The last edition of the show, held in 2019, welcomed 12,668 visitors over the course of two days.

Featuring cutting-edge products and big machine displays, the NHES exhibition halls will be filled with products and services for the road building, construction, crushing and screening, and infrastructure sectors.

With the number of major infrastructure projects in the works or planned across the country, and with all the technological advancements made over the past three years, show organizers are anticipating a strong turnout of visitors.

“It’s certainly been a busy sales season so far, and many of our key industry players are returning,” said Mark Cusack, national show manager. “We also have

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www.NHES.ca

ROAD TECHNOLOGY

BUILDING TOMORROW’S ROADS,

TODAY

Technology is hitting the cars that we drive, and the roads that we drive on.

BY ADAM FREILL

20 / MARCH 2022

press for legislative change that will allow for use of autonomous technologies on live roads.

Technological advancement is not only for vehicles, however. Roads and signal systems are stepping up their game, too.

Just south of the Canadian border, Michigan is leading the charge into advanced roadways as it aims to retain its reputation for being a leader in automotive development, especially in the Detroit area. That state recently announced a pair of pilot programs aiming to take technology to the street — literally.

One of the plans could see autonomous vehicles transporting passengers

along a dedicated highway corridor in just a few years’ time, and the other plan could have drivers charging their electric vehicles while navigating a mile-long stretch of road as soon as next year.

AUTOMATED AND DEDICATED The state is working with Cavnue, a subsidiary of Sidewalk Infrastructure Partners, to explore the opportunity and viability of building a dedicated corridor for automated and connected vehicles between Detroit and Ann Arbor.

The project received a shot in the arm this past October when AECOM announced it has come on board in partnership with

PHOTO: © MOPIC / ADOBE STOCK

S

ince General Motors rolled out the first mass-produced electric vehicle of the modern era, 1996’s EV1, technology on four wheels has been advancing at a rapid pace, and so have structures around them. In short order, we’ve seen GPS navigation, cameras and driving assistance systems become common, and even mandated in the case of rear-view cameras.

Of particular focus over the past decade have been self-driving automated vehicles. Going a step further are driverless vehicle concepts and pilot projects that have been earning a lot of attention as vehicle manufacturers test systems and

CHARGED UP FOR EVS On a more immediate timeframe, Detroit is looking under one of its roads to enhance the driving experience for electric vehicles. The city will be the first in the United States to install a public wireless in-road charging system when one of its city streets receives an inductive charging system under its asphalt.

Electreon, the company that developed the equipment, already has systems operating in pilot programs in Germany, Italy and Sweden. Using copper coils embedded under the asphalt roadway and connected to the energy grid, the technology allows electric vehicles (EV) outfitted with undercar receivers to transmit energy wirelessly to their batteries while using the road.

Plans call for the wireless charging infrastructure to be installed along a one-mile stretch of the Michigan Central mobility innovation district of Detroit, and to be operational by 2023.

While the system operates in a similar fashion to wireless charging pads for smartphones, Stefan Tongur, vice-president at Electreon, explains that there are some significant differences.

“What we are talking about here is the high-tech version of that,” he said. One of the key differences is the fact that most people don’t move or use their phone while charging it on a wireless pad.

“If you put your phone on the pad and you miss it by a little bit, then it doesn’t work,” he explained, adding that his company’s system handles “almost” much better than that. Although it is necessary to stay over the copper coil for energy to transfer over the air, his engineers have built in a placement tolerance of about 20 centimetres to either side of the vehicle.

“With lane assistance that we have in vehicles already, it won’t be an issue.”

As autonomy hits vehicles and complementary systems are build, including Michigan’s automated lane pilot project, the precision of a vehicle’s lane position will also be enhanced and further aid the system’s ability to provide energy to vehicles traversing the route.

“The idea may sound radical, but from an engineering point of view, this is an incremental innovation,” he added. “We are changing the interfaces between the road and how the road communicates with the fuelling system and the vehicle. All of these things are known; we are building on existing knowledge; we are extending that knowledge; and we are taking the best practices and making the road into a charging asset.”

That holds promise to take a static piece of infrastructure like a road and make it a more valuable asset.

As Michigan governor Gretchen Whit-

PHOTO: COURTESY OF CAVNUE

Cavnue on the project. The infrastructure consulting firm is providing engineering planning and design services with a view of possibly expanding the concept to other locations across North America.

The vision is to connect Detroit and Ann Arbor, along with key communities and destinations along Michigan Avenue and Interstate 94 in Wayne County and Washtenaw County, with purpose-built lanes that will allow for more efficient use of the roadways while tapping into the full potential of connected and autonomous vehicles.

Designed to be “future proofed” and evolve to meet transportation goals, it is expected that the system will initially focus on use by connected buses and shared mobility vehicles, such as vans and shuttles, before expanding to freight and personal vehicles.

The three entities, Cavnue, AECOM and the Michigan Department of Transportation (MDOT), are working closely to explore how to best integrate a first-ofits-kind roadway infrastructure stack from Cavnue into the corridor.

The system will have the capacity to provide information to vehicles about the road ahead, which can be used by in-vehicle technology as well as provide unique insights back to those who operate and manage the roadways.

“Smart cars need smart roads.

Cavnue’s mission is to simplify and enhance the driving environment to unlock the full potential of all autonomous vehicles. We were drawn to AECOM’s expertise in innovative and ground-breaking projects, as well as their leadership in transportation and the automated vehicles sector,” said Tyler Duvall, Cavnue’s co-founder and CEO. “We are entering a critical and exciting time for the transportation industry,” added Jennifer Aument, chief executive of AECOM’s global Transportation business.

“The full potential of automated travel is being unlocked, and projects such as the Connected and Automated Vehicle Corridor in Southeast Michigan are an example of how these technologies can shape the future of transportation systems.”

on-sitemag.com / 21

PHOTO: COURTESY OF ELECTREON

ROAD TECHNOLOGY

mer said when announcing that Electreon was selected to deliver the project, “As we aim to lead the future of mobility and electrification by boosting electric vehicle production and lowering consumer costs, a wireless in-road charging system is the next piece to the puzzle for sustainability.”

A LIGHT APPROACH

PHOTO: © ALICE_PHOTO / ADOBE STOCK

The future of transportation will see vehicles communicating with each other, and roads built to actively support the modes of transport driving on them, which just begs to bring another component to the mix: traffic controls and signals.

“While America’s transportation infrastructure continues to be one of the country’s greatest historical accomplishments,

22 / MARCH 2022

as well as the lifeblood of the American economy, the system itself continues to have serious challenges during the last two decades,” stated Tim Menard, CEO and founder of LYT. “This is mainly due to the rise in traffic congestion which has ensnarled hundreds of cities.”

His company has developed a cloudbased, AI-powered transit signal priority system that dynamically analyzes data from transit tracking sensors and communication networks to adjust the timing of traffic signals for more efficient flow of traffic.

“Many cities have installed transit signal priority systems to ensure that transit vehicles have a higher probability of getting green lights, thereby partially

mitigating these problems. However, these solutions are suboptimal,” he explained.

Most systems, he says, don’t include real-time traffic and often difficult to calculate public-transit delays, which leaves considerable room for improvement.

Real-time data captures a more complete picture so that the system can better control the timing and duration of traffic control signals like traffic lights.

“LYT’s cloud-based transit signal priority system takes the global picture of a route into account and uses machine learning to predict the optimal time to grant the green light to transit vehicles at just the right time,” he stated. “It minimizes the interference with crisscrossing routes and simultaneously maximizes the probability of a continuous drive.”

As autonomous vehicle systems evolve, it may even become possible to extend the signal system beyond public transportation agency use, adding information from technology-enabled personal vehicles to add to the data matrix governing signal lights.

Says Menard, “Just like today’s technology-heavy electric vehicles cannot truly exist without a network and infrastructure of charging stations, connected vehicles alone cannot solve the problem of today’s traffic problems, and intelligent transportation systems are only as good as the data-sharing platforms they operate on.”

Building the future of nuclear through responsible waste disposal

P

lans have been laid for the construction of a highly engineered radioactive waste disposal facility in Chalk River, Ontario, Canada. The facility is being proposed as a permanent and modern technological solution to an environmental issue that goes back almost a century.

Today, Canadian Nuclear Laboratories (CNL) is seeking the support of the industry and its supply chain to move this project forward and advance the future of waste disposal in Canada.

Canada’s storied Chalk River Laboratories (pictured right) was established in 1944 on the Ottawa River, about 180 km (114 miles) from the City of Ottawa. An adjacent community, the Town of Deep River, was developed to support the site and remains home to generations of employees. The site is located on the traditional and unceded territory of the Algonquin Nation.

CNL is once again using leading-edge technology to put forward a long-term environmental solution. Taking guidance from domestic and international experience, CNL has proposed an engineered containment mound – the Near Surface Disposal Facility, or NSDF – as the solution for low-level radioactive waste at Chalk River Labs.

Legacy waste management area at Chalk River Laboratories - 1960s

Waste management is a challenge facing the entire nuclear industry.

Artist’s rendering of NSDF closure phase

As a fundamental component in the revitalization of the Chalk River campus, the NSDF is critical to both the long-term protection of the environment and to the continued development of breakthroughs in nuclear science and technology.

“Chalk River Laboratories is undergoing a transformative change that will propel CNL into the forefront of nuclear research in Canada and the world. The Near Surface Disposal Facility is key to this revitalization,” said Kristan Schruder, CNL Deputy Vice President of Environmental Remediation Management.

Artist’s rendering of NSDF waste water treatment plant

The proposed facility will include the construction of a highly engineered containment mound, site infrastructure and waste water treatment facilities. The project is estimated to cost C$365 million. A The NSDF is designed to be protective of the Ottawa River skilled workforce of 225 to 300 people will be needed to build it from the ground up. If CNL’s proposal is approved by Canada’s nuclear regulator, the Canadian Nuclear Safety Commission, construction of the NSDF is anticipated to start in the fall of 2022.

At CNL, we are committed and prepared to implement this modern solution to an old environmental problem.

Artist’s rendering of NSDF operations phase CNL has successful experience with the engineered containment design through the construction and operation of waste management facilities in the two Southern Ontario communities of Port Hope and Port Granby, located about 100 km (60 miles) east of Toronto on Lake Ontario.

In 2021, CNL completed the closure of the engineered aboveground mound in Port Granby, with 1.3 million tonnes (1.4 million tons) of contaminated soil and industrial waste placed in the mound for safe, long-term storage.

Completed Long-Term Waste Management Facility Port Granby, Ontario, Canada

The Chalk River Laboratories campus

The design technology specific to the NSDF has been tested extensively. The facility will use natural and synthetic barriers that work together to isolate the waste from the environment for generations. Testing on the synthetic geomembrane done at Queen’s University concluded the membrane will stay intact for more than a thousand years – much longer than the time it will take for the radioactivity contained in the facility to decay to a safe level.

The NSDF proposal is nearing the end of a five-year, federally regulated environmental assessment and the Canadian Nuclear Safety Commission has scheduled a public hearing starting in May of this year to consider CNL’s proposal. Anyone can participate in the hearing process by submitting a written intervention or letter of support to the Commission by April 11.

Let’s use our know-how to build a better future, together – say YES to NSDF.

ROAD BUILDING

The Highway 107 Akerley Blvd Interchange.

Nova Scotia EMBARKS ON HIGHWAY

IMPROVEMENT JOURNEY

BY SAUL CHERNOS

PHOTO: PROVINCE OF NOVA SCOTIA

K

eeping natural but acidic leachate from shale rock at bay, protecting migrating animals and fish, and scouring marshlands and fields for unexploded ordnances — that’s all in a day’s work for crews engaged in an extensive program to upgrade 100-series highways across Nova Scotia.

The stretch of Highway 104 between Sutherlands River and Antigonish illustrates the motivation behind more than $1 billion of lane twinning projects and other major enhancements that are in the works province wide.

A head-on collision between a car and a transport truck in 2019 killed two women, bringing to 21 the number of fatalities

recorded in a single decade along the 38-kilometre stretch of single-lane highway.

That prompted a cry of exasperation from local first responders.

“We see more than our share of it...and it’s traumatic,” Barney’s River volunteer fire chief Joe MacDonald told news reporters at the time.

With comparable experiences backed by data along multiple sections of 100-series highways, particularly in rapidly growing regions, the province was already well into planning a number of projects it would embed into its annual roadworks regimen.

Among the first to receive the green light was Highway 102. In 2019, crews began work on a new $30 million inter-

change and connector road in Lantz, north of Halifax, and the new $20 million Aerotech connector road further to the south, in Wellington.

Around the same time, work also got underway on two stretches of Highway 103.

With a 2015 safety review correlating high traffic volumes to a rising number of fatal collisions, the province budgeted $140 million to twin 22 kilometres from Upper Tantallon to Hubbards, west of Halifax, and build barriers and medians to separate opposing traffic.

The province also allocated $51 million for an interchange to connect Highway 103 with the Town of Bridgewater and its expanding business park. The plan was on-sitemag.com / 27

We were very successful at leveraging opportunities for cost-sharing with both Infrastructure Canada and Transport Canada to deliver a safe and reliable highway.

28 / MARCH 2022

The Vinegar Lake Road overpass on Highway 103.

bridge opens. The project is expected to cost $5 million.

A STRETCH OF P3 Although the projects are all independent of each other, the twinning and four-lane improvements to Highway 104 from Sutherlands River to Antigonish, including the aforementioned stretch that has long

beleaguered first responders from Barney’s River, is a bit of a signature piece for the province.

While Nova Scotia owns all its highways, what sets this 38-kilometre stretch apart from the other works is the decision, in 2020, to outsource design, financing and construction to a P3 consortium, which will also operate and maintain the roadway for

PHOTO: PROVINCE OF NOVA SCOTIA

to build modern roundabouts, improve intersections and add auxiliary lanes to ease traffic flow.

Steadily increasing traffic congestion has also led to $210 million in connectivity enhancements on Highway 107 between Sackville and the Halifax suburbs of Bedford and Burnside. Provincial studies noted more than 40,000 vehicles daily, with kilometres-long traffic queues along Magazine Hill and Bedford Bypass, the only direct links between these communities.

Measures include a nine-kilometre controlled access four-lane freeway with a 1.2-kilometre arterial connector, roundabouts, and new split and full-diamond interchanges.

On Highway 101, a $151-million twinning project from Three Mile Plains to Falmouth, near Windsor, has broken ground, though work on a section passing through the Avon River area is waiting on a federal government approval of fish protection measures.

More recently, crews began work last year to convert a rotary intersection on Highway 104 at Port Hastings in Cape Breton to a more modern roundabout to ease traffic flow, reduce speeds and improve safety, while a new lane approaching the Canso Causeway is meant to manage queues that form when a swing

PHOTO: PROVINCE OF NOVA SCOTIA

ROAD BUILDING

PHOTO: DEXTER NOVA ALLIANCE

The new James River Interchange under construction.

its first 22 years, at a total cost of $718 million. The Dexter Nova Alliance, the winning bidder, consists of local contractors Dexter Construction and Nova Construction, and BBGI as an equity partner.

“It’s the first P3 project of its kind that we’ve ever taken on,” says Donald Maillet, executive director of highway engineering and construction with the Nova Scotia Department of Public Works. “Our resources were a little bit limited to being able to carry out this volume of work, so we did a study and figured out through our analysis that, because of its size and whatnot, it would be a good candidate for a P3 because of the risk transfer to the proponent.”

Whether administered by a P3 or internally by the province, the upgrades are driven not only by the desire to enhance safety but by population growth that has been strongest in the Halifax area as well as rural areas in the Annapolis Valley and along the south shore.

Two projects interface directly with business parks that are experiencing rapid expansion. An upgrade to Highway 103 in Bridgewater is largely meant to connect the route to existing industries and to access 125 acres recently added for future expan-

sion. The project will add new diamond interchanges, modern roundabouts, intersection improvements, a new overpass and auxiliary lanes designed to reduce awkward merging of traffic.

And work on Highway 107 in the Halifax suburb of Burnside looks to connect with a business park that accommodates more than 1,500 businesses and 15,000 employees and is growing rapidly.

A SAFER PATH Safety is also a major driver behind new animal crossings in rural areas along Highways 101 and 104, with fencing and thoughtfully deployed tree plantings to steer deer, moose, bears and other wildlife toward tunnels and bridges.

Maillet says his ministry worked with the provincial Department of Natural Resources on environmental assessments to determine common migration routes and to design passageways specifically designed for large mammals.

Additionally, tunnels and bridges are being built along Highways 103, 104 and 107 to provide continuity to trails and paths for walkers, cyclists and all-terrain vehicles.

“We’re working with local communities

and groups in creating passages within their systems,” Maillet explains.

WORKING WITH NATURE Environmental assessments have also tackled potential impacts to waterways. The vicinity of the Aerotech Connector on Highway 102 has considerable slate rock, which tends to release sulfide-bearing leachate when broken up and exposed to water. To mitigate impacts, crews are monitoring creeks and wetlands for pollutants and using tarpaulins and other protections to keep the rock dry during construction.

Crews also have to protect fish habitat, especially on a section of Highway 101 that crosses the Avon River where the provincial Department of Agriculture operates sluice gates on a rock and earth causeway built 50 years ago.

Maillet says engineers have designed a replacement concrete and steel aboiteau to contain salt water from the Bay of Fundy to let fish migrate inland. That is currently under review by the federal Department of Fisheries and Oceans.

“It’s going to be a unique structure and a lot more complex than the one that’s there today,” Maillet says, adding that the design is meant to accommodate 100-year on-sitemag.com / 29

ROAD BUILDING

PHOTO: PROVINCE OF NOVA SCOTIA

storms and account for rising sea levels expected with climate change. The existing aboiteau will remain operational while its replacement is installed nearby, and Maillet anticipates project completion within two years of DFO’s approval.

WATCHING ONE’S STEPS Perhaps the most unique challenge has seen military contractors scouring a section of the planned route for Highway 107 for unexploded ordnances.

As World War II was coming to a close, the Bedford Magazine caught fire, setting off explosions that scattered unexploded devices well off its property. The Department of National Defence deemed a one-mile radius of the site, now called the Canadian Forces Ammunition Depot, to be at risk. As such, Defence Construction Canada, a Crown corporation, has worked to disarm and remove unexploded shells and other scrap munition.

The Windsor Causeway on Highway 101.

While the very notion of live munitions on a work site should keep any project team member awake at night, the more routine challenges like habitat preservation and maintaining community support also demand meticulous attention to detail and a collaborative multi-stakeholder approach.

Having multiple stakeholders has provided some help, however.

Cost management received an assist because most of the 100-series highways are part of the Trans Canada system. That has landed project managers more than

one-quarter their overall budget.

“The number of projects and the level of spending wouldn’t be possible without the support of our federal partners,” Maillet says. “We were very successful at leveraging opportunities for cost-sharing with both Infrastructure Canada and Transport Canada to deliver safe and reliable highway infrastructure for Nova Scotians.”

Saul Chernos is a freelance writer and regular contributor to On-Site.

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TRADE SHOW

WOC 2022

draws thousands to Vegas

Providing an opportunity for attendees to view new equipment and talk shop, the most recent edition of World of Concrete was the live, and productive, event that many in the industry needed it to be.

PHOTOS: ON-SITE AND INFORMA MARKETS

W

hile not quite as large as its pre-Covid editions, the 2022 World of Concrete, held January 18 to 20 in Las Vegas, Nev., featured consistent foot traffic and high engagement in the expo halls.

With almost 37,000 construction and masonry professionals registered, the general consensus was that the show stepped up to meet, and exceed most expectations, and underscored the industry’s need for in-person connections.

“The level of engagement from companies of all sizes and corners of the industry was very encouraging, especially following the past couple challenging years, and points to the revival of the trade show industry and continued growth of the construction and masonry sectors,” remarked Jackie James, group director of World of Concrete. “We are thrilled with the positive feedback we’ve received from our community, buyers and suppliers alike.”

Attendees were able to demo some of the industry’s latest, cutting-edge products, and to see the latest industry developments that lay the groundwork for the coming years, including 3-D printing with concrete, automated rebar tying machines, and remote operation of equipment.

World of Concrete is an annual international event dedicated to the commercial concrete and masonry construction industries. The event features indoor and outdoor exhibits from the industry’s leading suppliers showcasing innovative products and technologies, along with demonstrations, competitions and a world-class education program.

The next edition of the show is scheduled for January 17 to 19, 2023, again at the Las Vegas Convention Center in Nevada.

Aaron Kleingartner, product and dealer marketing manager at Doosan Infracore North America shows the company’s DX50Z mini excavator.

Crowds were thick on Day 1 of World of Concrete 2022.

COBOD 3D shows how 3D printing of concrete has the potential to be a game-changer for building construction.

on-sitemag.com / 35

CONCRETE REPAIR

Using water to address common concrete errors.

BY KEITH ARMISHAW

36 / MARCH 2022

ouring concrete is a complex process. One slight miscalculation on any of the numerous variables can spoil a whole batch. Unfortunately, mistakes aren’t always evident right away, which can put timetables and budgets at risk.

Fortunately, advances in concrete removal methods are making them easier to fix, without demolishing everything and starting over.

For large, multi-phase construction projects, hydrodemolition, which some may refer to as hydro blasting, hydro-milling or water-jetting, offers a fast, cost-effective solution for concrete removal that can minimize the overall impact of errors. It’s even been known to get contractors back on track for on-time project delivery.

Not sure about where this option might come in handy? Here is a look at a few common concrete issues that water-based hydrodemolition can help solve.

PHOTO: COURTESY OF AQUAJET.

FINDING P A FIX

FORMWORK FAILURE

PHOTO: COURTESY OF AQUAJET.

Whether it’s a minor shift or a full-on blowout, formwork failures can spell disaster in terms of lost productivity. Correcting the problem often relies on handheld equipment and a lot of slow, backbreaking work that can take a considerable physical toll on crewmembers.

It can also take a toll on the rebar, as heavy vibrations and chipping tools can damage rebar and leave microfractures in the remaining concrete. When this happens, contractors are often left with no choice but to demolish most, if not all, of the structure.

Hydrodemolition is an impact-free concrete removal method that is considerably faster than jackhammers and other handheld options. Using high-pressure water jets as powerful as 40,000 psi, hydrodemolition demolition equipment blasts away layers of concrete, descaling the rebar in the process.

The use of water minimizes the risk of microfractures, creating a structurally sound foundation for any necessary concrete repairs. The use of high-tech, robotic systems can also minimize labour requirements, freeing up the rest of the crew to focus on other tasks like getting concrete forms back in place.

Hydrodemolition may also help when other equipment just can’t reach. I know of a small overpass project that experienced the shift of its formwork where water provided an ideal solution.

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2022-03-03 1:23 PM

PHOTO: COURTESY OF AQUAJET.

CONCRETE REPAIR

While part of the pour met specifications, the contractor needed to remove part of the deck and abutment to a depth of three feet (0.9 metres) and repour to correct the shift. Reaching the necessary depth with jackhammers wasn’t possible without destroying rebar and overall structural integrity, so he turned to hydrodemolition to remove the concrete to make a repair with minimal impact on the structure.

CONCRETE SEGREGATION Another contractor was able to use hydrodemolition’s selective removal capabilities to help solve a difficult concrete segregation problem. When water infiltrated his forms and washed out the cement paste, just the aggregate was left behind. The contractor was able to set parameters for

38 / MARCH 2022

the hydrodemolition robot to remove just the segregated material, leaving the sound concrete intact and ready for repair.

Hydrodemolition robots allow contractors to adjust the robot’s stroke to control the depth of cuts and vary the pressure of the water jet to match the task, whether that is removing loose, deteriorated concrete or lowering the sound concrete to a pre-determined depth. This enables pinpoint accuracy in concrete segregation and bleeding situations. Once the parameters are set, the robot meticulously maneuvers over the designated area, removing material according to set values.

OFF-SPEC EMBEDDED MATERIALS Sometimes the concrete error isn’t a result of the concrete mixture itself.

Sometimes materials like rebar or anchors

are placed in the wrong spot, or a design change necessitates their removal from set concrete.

In addition to setting parameters for stroke and pressure, cutting-edge hydrodemolition machines can be programmed to cut geometric shapes. This allows contractors to remove just enough material to reach the embedded item, whether it’s just below the surface or several feet down.

We worked with one contractor who discovered a need to replace bolts on anchors that were embedded a metre into the concrete. Not wanting to create a large hole and concerned about potential damage to the surrounding concrete as well as the rebar and anchors themselves, he turned to hydrodemolotion.

His crew was able to cut circular

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Functionality is the main requirement for concrete flooring in industrial and commercial environments. In addition to a very high aesthetic quality, MAPEI products provide excellent flatness and dimensional stability, partially or completely eliminating the need for traditional metal reinforcement and contraction joints.

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CONCRETE REPAIR

REPAIRING EXISTING STRUCTURES Sometimes repairs or changes are required

for existing structures. For example, we had a contractor who needed to remove eight-foot-thick concrete pier on an active construction site for a hydropower plant.

His crew was able to remove 4,944 cubic feet (140 cubic metres) in just 53 days.

They averaged 141 cubic feet (4 cubic metres) per 12-hour shift. Once the demolition was complete, the contractor poured

Selective removal allows contractors to remove poor-quality material, leaving the sound concrete intact.

new concrete onto the bonding surface created by the hydrodemolition process.

The water’s impact creates a rough, irregular profile that is ideal for bonding, and since the surface has already been washed and prepped, there isn’t a need for additional steps like sandblasting.

COMPRESSIVE STRENGTH FAILURE Fixes that require productivity and precision are prime candidates for hydrodemolition, and nowhere is that more apparent than when facing compressive strength failure. Once a failure has been identified, the use of robot-controlled water jets allow for fast, targeted removal of the weak material without damaging rebar or jeopardizing the structural integrity of the remaining concrete. When removal is complete, workers are left with a bonding surface that will provide a lasting correction.

Keith Armishaw is the business development manager for Aquajet’s North American subsidiary. He has more than 25 years of industry and leadership experience.

40 / MARCH 2022 OnSite_Western_March22.indd 1

2022-03-08 3:38 PM

PHOTO: COURTESY OF AQUAJET

holes that were just large enough to free the anchors. Not only did he minimizing the amount of concrete removed, he was also able to get through the job quickly, correcting more than a dozen anchors over a span of 12 hours.

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RISK

By David Bowcott

Project 13: The ultimate lifecycle driven collaborative procurement model?

F

or many years now, various stakeholders of the construction industry and the built environment have been raising concerns that the current “go to” procurement models are broken. They say that these structures are resulting in projects being delivered late, over-budget and with degraded quality.

Several studies conducted also point to poor results of the current stable of widely used procurement models. Who can forget the McKinsey study done on megaprojects indicating that 98 per cent of megaprojects suffer cost overruns of more than 30 per cent, and that 77 per cent of these projects are at least 40 per cent late?

In addition to studies and research reports, you can look to the insurance sector to get a truly objective report card for the construction industry’s effectiveness. Over the past four years within the insurance sector, the insured losses on construction projects have continued to grow. As a result, the insurance sector has been aggressively increasing rates. Rates for property and casualty covers and professional liability covers have been rising at a rate of 20 per cent, or more, per year for the past three years.

Clearly, there are major issues with current procurement models, and it seems there is great opportunity for improvement if we can find the ideal stakeholder governance model and the ideal risk allocations amongst stakeholders within that model.

Add to that the growth of the Environmental, Social and Governance (ESG) movement, and there seems to be a window of opportunity for owners, design firms and contractors to truly collaborate around finding the ideal build and operate governance model to create a built environment for the future.

WHERE ARE THESE BUILT-ENVIRONMENT STAKEHOLDERS HEADING? There is definitely a movement towards more collaboration within the procurement model, along with earlier involvement of all relevant stakeholders. It stands to reason that if you have all stakeholders involved at the birth of the built asset, and they are collaborating (thus communicating), you should have better results.

At a global level, more and more regions are experimenting with procurement models that are further up that green arrow: Progressive Design-Build, Design-Assist, Integrated Project Delivery (IPD) and Alliance procurement models.

In the European market, driven out of the U.K., there are experiments with what could be the ultimate lifecycle driven procurement model: Project 13. Several projects are being executed using this governance framework, and the overall owner community is paying close attention to the results of these projects. This Project 13 effort has even garnered attention from the World Economic Forum via their Collaborative Infrastructure Delivery Initiative.

42 / MARCH 2022

WHAT IS PROJECT 13?

The Project 13 model takes an enterprise approach in that it brings together owners, design firms, contractors, advisors and suppliers.

This group is placed into a governance model that provides an environment where they can work in a more integrated approach and more collaboratively. Further, it is a long-term relationship in that it incentivizes all stakeholders to deliver better post construction outcomes. It is a model that is endeavoring to influence the long-run operations and impacts of the built asset.

Project 13 has five pillars: 1. Governance – Owners need to establish rules, processes and practices to guide their interactions with suppliers and their decision makers.

2. Organization – Owners must engage the right suppliers, at the right time, and integrate them into the team.

3. Integration – Owners must develop the culture, practices and systems appropriate to the program being delivered.

4. Capable Owner – Owners must have the capability to define outcomes, articulate technical requirements, manage stakeholders, put infrastructure into operations, and to work collaboratively with the whole team.

5. Digital Transformation – All stakeholders need to go beyond embracing technology. They must devise new business models that change the way they operate.

Whereas procurement models that encourage more collaboration, like IPD and Alliance contracting, are primarily focused on the construction phase of the built asset, Project 13 is looking to influence the whole lifecycle of the asset, ideally balancing performance, cost and risk to deliver the desired outcomes of the owner.

This model has great potential and, given the convergence of trends like ESG that bring more long-term thinking into the mix, as well as the digital transformation trend, it does appear to be a great time for such a model to take flight.

We are at a moment in time where it appears that built-environment stakeholders could move from the traditional total cost of construction procurement model and into a more thoughtful total cost of ownership model. Pay attention to this migration to more collaborative lifecycle procurement models as they appear to have perfect timing.

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.

MARCH 2022

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SOFTWARE

By Jacob Stoller

Safety intelligence Data can be a powerful enabler for making construction sites safer. The key is identifying and eliminating anomalies that cause accidents.

AN ASSIST FROM TECHNOLOGY “There are a lot of tools out there for actively managing your health and safety programs,” says Steve Chaplin, vice-president of Health, Safety, and Environment at Toronto-based EllisDon. “Excel spreadsheets had their place, but now you really need to look at health and safety software to help with the management of the business from safety statistics to inspections.”

Safety apps make it easier for safety personnel to turn their attention to forward-looking indicators, such as near misses.

“In our opinion, near misses should be tracked as incidents.

This provides an opportunity to create a conversation among stakeholders about the incident and suggest corrective action before an accident occurs,” says Khoury.

ARMING UP THE APPS A comprehensive picture of potential threats requires input from diverse sources, such as drone surveys, scheduling apps, equipment logs, site photos, BIM models and recorded conversations.

While integrating data from such diverse sources is a sizeable undertaking, the effort provides the basis for improving other aspects of the business, such as quality and environmental performance. The benefits of the investment can be widespread.

“With quality, safety and environment, the framework is roughly all the same,” says Chaplin. “It’s all based on ‘plan-do-check-act.’

It’s basically investing the time and attention to it, putting the

44 / MARCH 2022

controls in place, and then your performance generally improves.”

There are overlaps as well. Khoury notes, for example, that applying quality control to scaffolding is also a safety measure. “Safety and quality are different things, but they are also tied together in many ways.”

Including all stakeholders is another result of the expanding scope.

“We’re getting to the point where we’re not just measuring safety performance as the GC,” says Chaplin. “We’re measuring safety performance based on the GC plus all the subcontractors. The performance on-site is measured as a whole.”

PEOPLE AND PROCESSES While data can be a powerful tool for making job sites safer, reducing the number of incidents is ultimately about correcting the behaviour that leads to accidents.

“One thing I tell people is to not get too caught up with focusing on a number,” says Chaplin. “Instead of focusing on the incident rate target, focus on the activities that drive change, and then the numbers will drop.”

“Analytics can tell you a great story, but it’s what you do with analytics that matters,” says Jim Barry, vice-president of Health, Safety, and Environment at Edmonton-based PCL Construction.

Consistent engagement and buy-in on the job site are essential.

“Everything has to have accountability,” says Barry, “but at the end of the day, if you get people to want to do it for the right reasons, everything else comes along for the ride. So, you need to give clear scope definitions, and explain what needs to be explained, and then make sure the message has been interpreted correctly.”

While technologies like Zoom, Microsoft Teams and Facetime aren’t perfect, they have helped safety practitioners maintain a reasonable level of personal contact with job site workers.

“Technology is probably one of the things that helped us more than anything to get through the pandemic,” says Barry.

The most important message is that safety isn’t ultimately about rules and restrictions. Rather, it is about protecting everybody from harm.

“Once people are convinced that we’re all in this together, and that you’re sincere in that endeavour, that makes the process a whole lot easier,” says Barry.

Jacob Stoller is principal of StollerStrategies. Send comments to editor@on-sitemag.com.

PHOTO: © SCRIBLR / ADOBE STOCK

P

ast results, formal financial statements tell us, are no guarantee of future performance. This same caution could be aptly applied to safety. Compliance reports and other documents that analyze the past rarely give definitive information about what must be done to ensure that every worker goes home uninjured at the end of the day, today.

“We had a lot of safety processes in place, and that’s a great thing,” says Anis Khoury, manager of sales engineering at Procore, recalling his days as a project manager.

“The challenge we ran into is that it was very hard to identify what specific behaviours were leading to risk. We had safety issues, but we didn’t always know the root causes were.”

Often, the workload mandated by compliance reporting leaves little time for analysis. “I had a safety coordinator in a project that spent his entire time collecting paperwork, making sure all the correct paperwork was collected and organized in a certain way.”

If only there was a way to help reduce the time-consuming aspects of manual processes so that work time could be used for more insightful tasks: enter the mobile app.

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2022-03-04 10:30 AM

CONTRACTORS & THE LAW

By Avesta Alani and Richard Yehia

Navigating workforce shortages

Foreign workers an option to help address the supply and demand imbalance on Canadian construction projects.

I

n a time of continuing growth in the construction industry, the need for employers to find a qualified and capable workforce also continues to grow.

According to a 2021 BuildForce Canada report, by 2030 the Canadian construction industry is projected to lose approximately 300,000 of its workforce. Furthermore, the impact from the ongoing pandemic has made it increasingly difficult to find qualified people to fill gaps and keep up with demand.

Although this issue has had an impact on our economy nationally, the lack of worker supply has been felt particularly hard in British Columbia, Ontario, Quebec and Nova Scotia. Given the federal government’s commitment of $180 billion dedicated to infrastructure projects such as roads, bridges and water works facilities, the lack of available workers may impact the availability of contractors and subcontractors to complete this work.

INCREASING SUPPLY Making it easier for workers to transplant their skills from one province to another may help address domestic labour shortages, but the use of foreign workers to supplement Canadian workforces may also be worth investigating.

However, since 2018, international students enrolled in trade programs have increased from 12 to 20 per cent, so the interest appears to be growing.

TEMPORARY FOREIGN WORKERS Temporary foreign workers are non-Canadians that come to Canada for a fixed period of time with the intention of working during that time. This may provide an avenue to recruit more temporary workers to address time-sensitive needs in the construction industry. This will, of course, require consideration of the qualifications and experience from worker’s abroad that may be easily convertible to Canadian needs.

Temporary foreign workers can subscribe to applicable unions, vote on union certification motions if they are onsite, and are entitled to the average wage a Canadian would receive for the job.

In order to provide a work permit under the Temporary Foreign Worker Program, an employer must first: •

INTER-PROVINCIAL MOVEMENT In 2006, Quebec and Ontario entered into the Ontario-Quebec Construction Mobility Agreement. The purpose of the agreement is to simplify access to construction work for contractors, construction workers or those who transport aggregates who wish to work in one province but live in another.

The types of work that are covered by the agreement include electrical work, plumbing, and carpentry. The agreement may provide a template for other provinces, and the federal government, to consider expanding upon.

NEW IMMIGRANTS New immigrants are non-Canadians that come to Canada with the likely intention of becoming a permanent resident and, ultimately, a Canadian citizen. Canada plans to admit a record 1.2 million immigrants over the next three years.

Many immigrants are able to come to Canada and receive permanent residency under the “skilled worker program,” where the applicant receives points based on their education and work experience. This program is available to candidates through both the federal government and each provincial government. However, Canada tends to favour immigrants with professional qualifications, such as lawyers, doctors and business executives.

Traditionally, not much attention has been given to trades.

46 / MARCH 2022

•

•

Advertise their job position through at least two eligible methods nationally, or through the provincial counterpart (print ads, recruitment websites, radio, et cetera) in a way that is accessible to the general public for at least four weeks within three months prior to the application.

The employer must apply for and receive a positive Labour Market Impact Assessment from Human Resources and Skills Development Canada Agency.

Alternatively, a more expedited and less costly process may be for the employer to negotiate a Labour Market Benefits Plan with the Canadian government to recruit foreign workers. This is a legally binding agreement between the government and the employer.

The pressure on the shortage of worker supply will likely continue to increase within the next decade unless innovative changes are made.

Rich Yehia is counsel in the Construction Group at Borden Ladner Gervais LLP. Avesta Alani is an Associate at Borden Ladner Gervais LLP. For questions or concerns on current rules and regulations on foreign workers on construction projects, or other construction related inquiries, Avesta at aalani@blg.com or Rich at ryehia@blg. com. This article provides an overview and is not intended to be exhaustive of the subject matter contained therein. Although care has been taken to ensure accuracy, this article should not be relied upon as legal advice.

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