RTR - March April 2026

CRUSHING DUO

MB Crusher demolition pulverizer and crusher bucket. Demolish. Crush. Recycle.

14 The smart shift

Autonomous technology and site management software are creating a safer and more productive quarry operation.

16 AI is making tangible, bottom-line improvements in transport logistics today

Justin Newell explains how the next generation of AI tools is ushering in a new era of aggregates, asphalt and ready-mix concrete logistics.

18 Equipment Spotlight

From simplified maintenance to autonomous-ready platforms, we look at the next generation of haulers.

22 Tunnel Vision

Could a tunnel under Hwy. 401 solve Toronto's traffic headaches?

The next gear

At CONEXPO-CON/AGG 2026, companies showed off how new technology is helping operations tackle the labour shortage.

The labour shortage across Canada's construction industry is an old problem. It’s been an issue for decades with many attempting to solve it.

However, with a glut of older workers entering retirement age, this chronic problem will only worsen and is a critical roadblock to our country's success.

That’s not ideal, especially at a time when governments across Canada are looking to build more homes, more roads and more infrastructure, all of which require aggregate.

While visiting the booths at CONEXPO-CON/AGG 2026, there was a clear theme on the aggregate side. OEMs seemed less interested in net zero equipment and more focused on helping companies tackle this labour challenge.

Machines are easier to use, which is perfect for younger employees who lack the traditional training. Autonomous vehicles – everything from articulated haulers to compactors to loaders – are all the rage.

When I spoke with a representative from Pronto AI, a San Francisco-based company that is automating articulated haulers, he said the company is now looking at self-driving graders and water trucks. If running in conjunction with autonmous haulers, these three vehicles could work together, with the truck identifying when a water truck is needed or a quarry road should be graded, and sending a signal to

the proper vehicle, which in turn goes and does its job. All of this done without drivers.

Amazing.

But even better, these vehicles can work 24 hours a day, seven days a week. Expect to see autonomous equipment paired with Artificial Intelligence (AI) as the industry looks to shift toward a completely autonmous quarry.

On the autonomous front, much of this technology is already happening with underground mining, due to the challenges of finding people to work in the north. But that is now scaling down to smaller trucks and equipment to help quarry operations dealing with their staffing challenges.

New technology is also helping operations become much more efficient and productive. In particular, AI is going to have a significant impact on the industry moving forward. Everything from predictive maintenance and fuel monitoring, safety across the jobsite, to improving hauling and logistics.

When I look at the world, there are many positions that can be automated. I’m not sure what that means for our economy or society. It's a major challenge we will need to tackle head on, and sooner rather than later because the technology is advancing at a rapid rate.

NEW IntelliPac ™ Moisture System

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BUILT TO CONNECT

Amrize Launches EVERtect High-Performance Concrete Range at

CONEXPO-CON/AGG 2026

Amrize launched its new EVERtect highperformance concrete range at CONEXPOCON/AGG in Las Vegas.

According to Amrize, this new concrete range provides builders with the tailored strength and reliability they need for every job. The EVERtect range raises the standard for the building industry across Canada and the United States, bringing together precision-engineered, fully customizable concrete mixes designed to meet the most demanding performance requirements across North America.

The advanced range of customizable mixes includes:

• ECOtect: A low carbon concrete delivering 100 per cent performance with at least 30 per cent lower carbon footprint compared to standard (Type 1/GU) concrete.

• SUPERtect: A dynamic, high-performance concrete mix with high strength (8,00014,500 psi, 55-99 MPa), superior durability and rigidity (min. 5,800 ksi, 40 GPa), making it ideal for demanding structural applications.

• FLUIDtect: A proprietary, self-consolidating concrete mix enabling ease of placement, superior finish and efficient construction.

• RAPIDtect: A high early-strength concrete designed to reach specified strength sooner, delivering rapid performance gains that improve on-site productivity and help projects stay on schedule.

• MAXtect: Combines an ultra-high performance cementitious matrix and high-strength fibres, providing maximum performance in mechanical properties, durability and aesthetics.

• IMAGItect: A superior-performance

decorative concrete supporting the boldest architectural projects for homeowners, architects, and landscapers. Highly durable and low-maintenance, it’s available in a range of vibrant colours, patterns and textures.

• CONDUtect: Specially designed to dissipate heat generated by buried cables supplying electrical power to data centres and other high-demand facilities.

• TEMPtect: Engineered to withstand extreme temperatures, extending construction season into winter and summer months, when conditions are challenging for concrete placement.

Amrize states it has been actively collaborating with leading startups across North America to bring cutting-edge technologies to the ready-mix market. As part of this continued innovation, Amrize states that NEXtect, the next generation of high-performance concrete with the most novel technologies inside, will soon join the EVERtect range.

Austin Powder appoints Mark Dawson as president of US and Canada services

Austin Powder is appointing Mark Dawson as its president of US and Canada Services effective April 1, 2026.

Dawson will report to John Rathbun, president and chief executive officer.

“Given the importance of this role, we have been searching for more than a year for someone with Mark’s experience, ability, and sensitivity to the Austin culture and our critical focus on safety,” said Rathbun.

Dawson most recently served as senior

vice president at Halliburton where he led the multi-billion dollar global Completion and Production Division. Dawson held a wide range of leadership roles in the Americas, Asia and Europe during his 28 years with the company.

Austin Powder says Dawson has developed deep expertise in commercial and account leadership, as well as product development, business strategy, technology innovation and manufacturing through-

out his career. A strong focus on developing leaders and building high-performing teams has been central to his success.

Austin Powder was founded in 1833. The company manufactures, distributes and applies industrial explosives for quarrying, surface mining, underground mining, oil and gas, seismic and construction markets. Austin Powder has more than 5,000 employees with operations in 27 countries.

Ontario releases accelerated plan to complete Ring of Fire roads five years ahead of schedule

The Ontario government has released a plan to accelerate the completion of construction on the all-seasons roads to the Ring of Fire five years ahead of schedule.

Construction is planned to start in June 2026 with roads beginning to open in November 2030.

The government has also signed new economic partnerships with Marten Falls First Nation and Webequie First Nation.

The province says it will combine its accelerated construction schedule with the streamlined regulatory environment to speed up approvals, including through “One Project, One Process” and the province’s recent agreement with the federal government to eliminate the duplicative impact assessment process.

Under the accelerated plan:

• The Webequie Supply Road is scheduled to start construction in June 2026 and open by November 2030, four years ahead of schedule.

• The Marten Falls Community Access Road is scheduled to start construction in August 2026 and open by November 2031, four years ahead of schedule.

• Upgrades to the Anaconda and Painter Lake Roads are scheduled to open by November 2030, two years ahead of schedule.

• The Northern Road Link is scheduled to start construction in spring 2028 and open by November 2031, five years ahead of schedule.

These four road segments will connect First Nations to the provincial highway network, improve access to essential goods and services and provide reliable access to the area that is critical to the development of the Ring of Fire.

The province says it is urging the federal government to match or exceed its $1 billion investment in Ring of Fire infrastructure and enable further acceleration of construction on the Ring of Fire roads by providing a streamlined permit and authorized approval approach.

The province says Ontario is now recognized as the world’s number one low-risk jurisdiction for mining investment in Canada and number two in the world.

A LONG WAY TOGETHER

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BKT Tires (Canada) Inc.

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BY

DIGITAL SHIFT

CONEXPO-CON/ AGG 2026 spanned 3

> It’s difficult to describe just how large CONEXPO-CON/AGG is.

The numbers don’t quite paint the picture of the event.

North America’s largest construction trade show, which took place March 3 to 7, fills the entire footprint of the Las Vegas Convention Centre.

Four halls. Four outdoor lots. One festival ground.

Three million square feet of booths.

Two thousand exhibitors.

More than 140,000 attendees from 128 countries.

And it only happens one week every three years.

To visit every booth at the show is impossible. Each hall represents a large trade show in itself. Just navigating the Las Vegas Convention Centre involves significant walking or shuttles. That’s not even accounting for the bus attendees took to reach the Festi-

val Grounds for even more outdoor displays.

Yet, for many companies, the show served as the launch for new equipment, new technologies and new brands.

A running theme at this year’s CONEXPO-CON/AGG was advanced technology and automation. Komatsu presented its new Intelligent Machine Control system, Hamm showed off its Realtime Density Scan for rollers, and representatives from Epiroc and Luck Stone gave a seminar on remote quarrying.

The Central Hall and adjoining Silver Lot played home to companies representing aggregates, concrete and asphalt, with Central Hall also hosting infrastructure maintenance.

THE SILVER LOT

The Silver Lot practically glimmered in the powerful Las Vegas sun. Conveyors towered above the various quarry equipment on display in the outdoor area.

Superior Industries had its largest outdoor footprint at the show yet. The company showcased quite a few pieces of equipment, including the new Independence High Frequency Screen Plant, the next generation CEMCO Vertical Shaft Impactor and much more.

According to Superior Industries, the Independence High Frequency Screen Plant offers maximum control over spec accuracy by combining a wide RPM range with the ability to adjust RPMs across each deck.

At the core of the plant is a multi-slope six-foot by 20-foot screen design that increases open area and throughput per square foot by up to 20 per cent. Each deck is controlled in two sections and can be tuned independently by individual motors controlled by variable frequency drive (VFD). Superior states this fine-tuning capability allows operators to dial in specs based on moisture content and feed size.

As a result, Superior states processors meet tighter gradations and achieve more efficient fines processing, especially in tertiary crushing stages. As crushing circuits accelerate and specs tighten, many operations generate more fines than traditional screening equipment can process efficiently. This causes bottlenecks such as excess recirculation, shortened media life and stockpiles that miss spec.

The plant solves this operational mismatch by allowing adjustments from 3,000 RPM to 6,000 RPM across each deck section. This fine-tuning optimizes material separation among deposits that are always changing.

The plant is targeted to material feed sizes under three-eighths of an inch, where

producers need accuracy and optimal processing efficiency in manufactured sand, chip sizing, frac sand, industrial minerals, roofing granules and more.

Meanwhile, at Terex’s booth, MAGNA’s MT130J tracked jaw crusher wowed attendees at the Silver Lot.

The MAGNA brand was created to meet the demands of large-scale quarrying, mining and recycling.

To announce its entry into the market, it brought along its flagship machine – the MT130J, which, at 126,200 kilograms, is the largest tracked jaw crusher in the company’s line.

The MT130J has been engineered for high-output quarry and mining applications. It can operate as a standalone primary crusher or as part of a mobile or static crushing and screening plant.

For ease of transport between sites, the plant can be split down and reassembled without the need for heavy crane assistance.

“It’s very quick set up. Half a day to set it up on site,” says Terex’s Niall Duffy.

Its electrically driven power systems deliver significant cost advantages and environmental benefits, while the large 1,300 mm by 1,000 mm opening allows the crusher to handle oversized material, minimising pre-processing requirements.

“This machine will easily take 1,000 tons per hour,” Duffy explains. “You have a very aggressive feeder, 21 cubic yards

capacity in it, so it takes a big, big excavator to fill it. But it’s big in every way, if you know what I mean. It’s not just your aggressive chamber. It’s not just your big chamber. Feeders are sized proportionately [and] the product value from that is sized proportionately to allow you to reach that tonnage.”

Automatic variable speed VGF provides continuous choke feeding for optimal performance, and the high-powered electric drive delivers precise chamber controls and reverse functionality for clearing blockages and supporting demolition, asphalt and recycling applications.

Also in the Silver Lot was John Deere/Wirtgen’s massive booth, which featured a variety of equipment from large excavators and wheel loaders to new machines from Kleemann, Hamm and Vögele.

The company’s newest line of P-tier excavators were on display, along with an impressively large 944k wheel loader, its bucket adorned with John Deere’s “Never idle” branding.

Chief among Vögele’s new offerings were its SUPER 2000-5 X tracked paver and the SUPER 2003-5 X wheeled paver with the redesigned VR 600 screed with rear-mounted

extensions and the VF 600 with frontmounted extensions. These represent the company’s new 10-foot highway class machines.

“We’ve redesigned [the VR] to be a little bit shorter, and to do that we were able to go in and redesign the carrier system on it where it’s a frame tilt design versus our previous one that had a different way of sloping that extension,” said Brodie Hutchins, Vice President – Head of Sales, Vögele Products for North America.

“The other thing on both screeds is the fact we’ve got fully integrated hydraulic endgate adjustments on this. So, normally you would go out and there’s a hand crank on this so you could raise it up and down. So one reason is for operator convenience. We put it where you just hit a button and it goes up and down. But more importantly, whatever we can do to keep someone from standing right here while traffic’s going by them is also really beneficial.”

Also on the technological side, the tour included a look at Hamm’s Realtime Density Scan as part of Smart Compact Pro. This new feature enables the roller driver to constantly monitor the development of the density in real-time, even during static compaction.

“We install a ground penetrating radar on the roller and with that we get real time density readings which is what we truly are looking for,” said Craig Lamarque, V.P. Head of Digital Products at Wirtgen America.

Lamarque provided a live demonstration of the radar measuring the density of four slabs as it moved over them. “This saves all of that process that I mentioned earlier of trying to communicate and guess what the density is. You see it live on the machine and robot,” he said.

The show served as the North American launch for Kleemann’s MOBISCREEN MSS 1102 PRO, which sees the company extend its portfolio of mobile scalpers above the established MOBISCREEN MSS 802 EVO.

“This unit features a 6x20 double deck screen box, the largest in our portfolio in the scalping series,” says Kleemann product manager John Castleman.

The plant achieves feed rates of up to 827 US t/h thanks to its robust design, its generously dimensioned feed hopper and a screen casing of 120 square feet.

It has high operational flexibility by the infinitely variable adjustment of the speed of all conveyor belts and easy conversion from two to three final grain sizes. The wide setting range of the screen casing angle (12.5 to 17.0 degrees) makes it possible to simultaneously achieve high screening performance and very good product quality. The screen decks of the MOBISCREEN 1102 PRO can be fitted with screening media to meet the needs of individual applications, whether that be finger decks for loamy soils or square mesh for classifying decorative stone chips. The screen decks can also be fitted with a combination of screening media.

“[It can] be fitted with multiple media configurations such as punch, fingers and screeners,” Castleman explains. “Typically, you see these scalpers in North America being used to separate large products from small products. However, it’s versatile. We can also

"We install a ground penetrating radar on the roller and with that we get real time denisty readings." Craig Lamarque, VP head of digital products, Wirtgen >

separate smaller products.”

Castleman explains the machine’s extra-long extended discharge conveyors provide extra height when making stockpiles or feeding another machine. The scalper can go from a standard three-way split – producing an oversized product, a fines product and a midsize product – to have the main discharge conveyor lowered so material is retained on the top deck and lower deck.

“All goes to the next deck, the oversized conveyor,” he explains. "So, when would you use that? Say you had a stockpile full of material and it was already sized, just like what we talked about on the pre-screen. You could increase production by only pulling the size material out of the production line and sending anything oversized — anything that needs to be crushed — to the machine.”

CENTRAL HALL

Moving into Central Hall, the centrepiece was Astec’s booth, which sat directly in front of the hall entrance and seemed to go on forever. One of the highlights of the Astec booth was its RP195 paver equipped with a new Carlson EZR3 screed. The RP195 features a fully oscillating track frame to provide a smooth ride and lay a smoother mat. The seats on the dual operator stations can move hydraulically out beyond the sides of the machine to give the operator a better view down the sides of the paver.

“We’ve done an upgrade. We improved our balance. So with that, we’ve lightened it somewhat to get that better balance with our tractors,” said Keith Hagy, product manager - paving

for Astec, in regards to the EZR3 screed. “And at the same time, we strengthened our screed, and reduced the flex that you typically get with a rear mount, especially wide paving.”

On the aggregate side, Astec had the newest in its A-Series jaw crusher line on display – the A60. ASTEC states the A-Seres line is engineered to incorporate the greatest strengths of legacy Astec crushers and provide a heavy-duty frame for improved crushing action and increased efficiency.

A few highlights of the A-series include:

• Its keyed and bolted frame eliminates high-stress welded joints for enhanced structural integrity and long-term durability.

• Solid side plates remove weak points and cutouts in mainframe side plates, boosting reliability and adding strength where required.

• Cast swing jaw with angled wear plate prevents material bridging and strengthens high-stress zones for superior performance under heavy loads.

• Longer liners with an improved nip angle to maximize material grip, reduce wear and increase crushing efficiency.

• Interchangeable fixed and swing liners extend wear part life, simplify maintenance and lower operating costs.

• Patented interchangeable toggle assemblies with hydraulic and mechanical options to eliminate heavy wedges and side plate cutouts for fast, safe adjustments and quick resets after an uncrushable event.

The Fayat Group also set up a massive booth for its many brands including BOMAG. At the BOMAG booth, tandem rollers had been given a technological upgrade with the inclusion of BOMAP, a tablet-based visualization software allowing operators and fleet managers to track machine movement, asphalt temperature and density in real-time.

BOMAG wasn’t the only company making their rollers smarter, though. Sakai’s Guardman system showed technology isn’t just about increasing efficiency, but safety as well. The proprietary automatic braking system, similar to what might be in your car, uses either millimetre wave radar or 3D LiDAR to detect objects or people in the

roller’s path.

Guardman also includes the Echelon mode which allows two Guardman-equipped rollers to work in close proximity (an echelon formation) without triggering false alarms, while still maintaining the ability to auto-stop if a collision is imminent.

A tour of the Haver & Boecker Niagara booth offered a closer look at the company’s history and screening tech. This also included a vertigo-inducing visit to a theatre room playing aerial footage of a quarry operation on an angled screen. The company displayed its 8-by-20 foot triple deck Niagara F-Class vibrating screen. The screen includes reinforcing plates located behind the bearing housing to sandwich the reinforcing plate, side-plate, shaft housing and flanged cross beam together without welding to add strength. It can be upgraded with Polyurethane liners, a spray system, stationary dust seal, ball trays and a fines hopper.

WEST HALL

In the West Hall, Komatsu’s booth was a busy place. The company revealed how it is scaling its Intelligent Machine Control. The company is no longer looking at having these types of features be added on later. They are embedding automation features directly into the machines’ architecture.

“We’re really building future ready machines. We want advanced technology with an updated software platform,” said Paul Moore, Vice President, Products, Marketing and Service for Komatsu. “We really see the value of providing software enabled machines so that you can continue to evolve the features of those machines.”

Technology and automation was a major highlight of the seminar titled “Designing Autonomy Around People: The Future of Remote Mining and Quarry Operations,” which was presented on the Groundbreakers stage.

The presentation, hosted by Chuck Stilson, senior engineer at Luck Stone and Ron Hankins, Vice President of Epiroc, was focused on smart quarries and utilizing automation and AI in the process. One of the main takeaways was the story of a driller who was skeptical of remote operations. However, he was able to move into a position where he could do his job remotely, and had been operating a drill in Virginia while attending CONEXPO in Las Vegas.

The other major point made in this seminar was the oncoming retirement of experienced workers, referred to as the “silver tsunami.” As these workers leave the field, they will need to be replaced with younger, less experienced workers. Technology, according to the seminar, will fill in the gaps and change the way the work is done.

NEXT GENERATION OF EXCAVATORS

CONEXPO-CON/AGG 2026 was the launching ground for the next generation of excavators.

DEVELON, John Deere, HD Construction Equipment, Komatsu and others all unveiled their newest line of excavators.

HD Construction Equipment Hyundai North America had the first five of its Next Generation HX excavator models on display at this year’s show.  According to HD Construction Equipment, these new excavators run more smoothly while also increasing productivity by at least 22 per cent. The machines are powered by the award-winning DX Series Hyundai engines, which means they are nearly 10 per cent more fuel efficient.

The five new models (the HX230, HX260, HX300, HX360 and HX400) are rated at 186, 226, 277, 300 and 336 net hp, with operating weights of 52,260 lbs., 58,140 lbs., 72,800 lbs., 81,700 lbs. and 92,240 lbs. Standard bucket capacities range from 1.2 yd3 to 2.66 yd3. Hyundai plans to introduce a sixth Next Gen model to North America, the HX210, later this year.

HD Construction Equipment states these models feature joystick steering, spring-strength adjusted lever controls and an optional straight-travel pedal.

Operator comfort features have been updated. A wider, heated/cooled seat and improved venting for climate control are now standard.

New, larger-capacity, heavy-duty buckets and arms, standard on all HX models, increase productivity. An optional onboard weighing function estimates and displays the weight of objects in the bucket to enable calculating trucking costs and shipping volumes onsite.

Komatsu is calling its new PC220LC-12 and PC220LCi-12 game changers for the industry. The PC220LC-12 features a cab and controls designed for operator comfort, efficiency and productivity. The PC220LCi-12 has those same features plus the IMC 3.0, Komatsu’s latest intelligent machine control technology, incorporating automation enhancements designed to enhance operator productivity throughout each shift.

Komatsu states both 21-24 ton-class hydraulic excavators are suited for residential and commercial contractors, either performing basic land clearing and general earthwork or more advanced GPS design-driven site development.

Compared to the PC210LC-11, both excavators feature:

• A larger cab, with 30 per cent more legroom and 50 per cent improved visibility

• 20 per cent increase in fuel efficiency due to a new electrohydraulic system and high-output engine

• 20 per cent reduction in maintenance costs due to longer replacement intervals for hydraulic oil and oil filters and longer cleaning intervals for the particulate filter

• Significant performance upgrades including increases of seven per cent in lifting capacity and 8 per cent in bucket digging force

The PC220LCi-12 with IMC 3.0 has a factory-integrated 3D boundary control. With this technology, operators can now set a work-restriction surface for height, depth, front, back and side boundaries. The machine is designed to stop automatically when it approaches a restricted zone.

DEVELON launched its -9 Series excavators. The company

has moved from pilot-operated controls to a sophisticated electronic hydraulic (EH) system, which it states has unlocked a suite of smart features designed to increase job site safety and precision while lowering the barrier of entry for newer operators. The new series has the following excavators: DX230LC-9, DX260LC-9, DX360LC-9 and DX400LC-9.

DEVELON states the -9 Series excavators feature several new innovations:

• AI-powered safety and intelligent E-Stop: The new smart around view monitor camera system uses artificial intelligence to identify humans in the work zone. With the addition of a new radar system that detects objects up to six metres away, the machine can automatically trigger an intelligent E-Stop to halt the excavator’s swing or travel if a person is detected in the danger zone.

• Electronic hydraulic (EH) precision: The shift to EH allows for stick steer travel via joystick thumbwheels. EH controls allow for greater customization, including joystick sensitivity, response time and joystick button layout, for operators to maximize precision.

• Smart-ready grading: Every -9 Series excavator is factoryequipped for 2D and ready for 3D systems, featuring built-in IMU sensors for “plug and play” compatibility with providers like Trimble and Leica.

BY MIKE lacey

THE SMART SHIFT

> Quarry operations are entering a new era as technologies improve workflows and help handle an ongoing labour crunch.

This new era is quite apparent in hauling. From autonomous trucks to fleet management systems, OEMs are introducing new products and services focused on ensuring a smoother day-to-day ride at pits and quarries.

This partnership allows existing Komatsu vehicles to be retrofitted with the Pronto AI Autonomous

Leading the way in the automation of trucks is Pronto AI. The San Francisco company is working with Komatsu to outfit its articulated and rigid haulers with its kit.

Anders Klemmer, vice president of business development with Pronto AI, says the company developed its kit to provide an easy and affordable way for quarries.

“We’re supporting [Komatsu’s] HD line and HM line of trucks, so that’s basically anything under 150 tons,” he says. “The kit itself we developed with quarries in mind. So, the cost of entry needs to be accessible for someone who might be running as few as two trucks to over a dozen. Most quarries don’t get that big. I’d say five to seven trucks is a common scenario, but with a 20 per cent driver shortage worldwide, autonomous is the practical way to solve that shortage.”

RETROFITTING EXISTING TRUCKS

The relationship between the two companies was announced last year with the launch of Komatsu Smart Quarry Autonomous, powered by Pronto. As explained in last year’s announcement, the system integrates Pronto’s autonomy technologies into quarry-sized haul trucks and ties into Komatsu’s Smart Quarry solutions.

kit or add the kit when purchasing a new vehicle. Pronto AI’s technology uses sensors, cameras and artificial intelligence to create a fully autonomous vehicle that can operate in complex environments. The area the truck operates in is called the Autonomous Operating Zone (AOZ). To program a new route within the AOZ, a human operator just needs to drive the route once, called “dropping a trail.” From there, Pronto’s tech will take over.

Klemmer notes that Pronto AI’s tech was installed on haul trucks at Heidelberg Materials' Lake Bridgeport Quarry in Texas.

“We’re doing 100 per cent of their production autonomously,” he says.

According to both companies, the quarry transported an amount of material equivalent to the weight of around 20,000 fully loaded freight train cars in under eight months.

The workload was handled by Caterpillar 775G rigid frame trucks, Komatsu HD6058 and next-generation Komatsu HD605-10 trucks, all outfitted with Pronto AI tech.

“It’s a solution that is meant to unlock productivity and safety gains that you otherwise aren’t getting,” Klemmer says.

BOOSTING PRODUCTIVITY AND IMPROVING SAFETY

To begin, they provide a 20 per cent boost to productivity because the trucks can operate 24 hours a day, without breaks.

“They’re always available,” he adds.

However, safety is also a huge advantage.

“Fifty per cent of all accidents on mine sites occur in haul trucks,” he explains. “All trucking, if you think about it, is the most repetitive, monotonous job for 10 or 12 hours a day. It makes you prone to fatigue and distraction.”

As a result, he says you are taking employees off one of the riskiest situations at a quarry and placing them in other necessary roles that carry less risk.

“Obviously the computers don’t get tired, they don’t complain, they just do their job. And that unlocks unprecedented safety,” he says.

John Deere is looking to “constructify” its autonomous technology currently powering its agriculture equipment. It is in the testing phase right now but is looking to incorporate its RTK and StarFire systems into its construction equipment.

Caterpillar is also involved in autonomous hauling with Cat MineStar Command for hauling. For more than a decade, the technology has been used in mining sites. Now, Caterpillar is using it in quarries.

Earlier this year, the company announced that a fleet of Cat 777 trucks is working at Virginia-based Luck Stone Bull Run plant, the largest family-owned-and-operated producer of crushed stone, sand and gravel in the United States. According to Caterpillar, within a matter of months, the site had autonomously hauled one million tons.

These technologies tie into OEMs’ existing programs that digitally monitor an operation, whether that is Komatsu Smart Quarry Site or John Deere’s Operation Center.

Smart Quarry Site is Komatsu’s fleet management system for quarry and aggregate customers, explains Craig McGinnis with Komatsu.

“We’re pulling data from the control modules on the machines, putting that in front of the operator so they can see some of their most crucial pieces of data so they can drive change. Then, we’re sending everything up to the cloud where managers and supervisors can access that. They can look at a map in near real-time, see where everything’s moving, who’s running it, how much fuel they burn, how long it’s taking, where they’re at, where they’re idling. You name it, you can see that virtually in real-time. You can also go back and play back so you can understand what happened yesterday over the night shift.”

He says the system also allows someone to monitor trends over time and put into push reports for site foremen and managers.

“We want to make it as easy as possible on them; just give them that information in their inbox whenever they want it. Now, they’ve got it. Now, they can take action.”

This year, Caterpillar is rolling out a unique training feature — its onboard, interactive training tool, Operator Coaching, which measures and reports on individual operator behaviours that impact efficiency, safety and machine health.

According to Caterpillar, Operator Coaching identifies areas for improvement for inexperienced and experienced operators. It provides tips that can be viewed on the machine’s main touchscreen as well as animated video tutorials. For fleet managers, a GPS function includes maps to show the location where a tip was triggered.

“Computers don’t get tired, they don’t complain, they just do their job,” Anders Klemmer, Pronto AI. >

WHAT DOES THE FUTURE LOOK LIKE?

Klemmer sees a day where much of the quarry operation is autonomous. To get there, he first sees other equipment that work in confunction with haulers becoming autonomous, such as wash trucks and graders.

“Autonomy is the future. If I think back five years ago — I live in San Francisco — and robotaxis were cool, but they weren’t a reality. Now, I get off the train and I see dozens and dozens of robotaxis throughout the city.”

technology HARD ROCK, SMART TECH

The new era of aggregate logistics

Artificial Intelligence is reshaping industries worldwide, but in the aggregates sectors (including ready-mix concrete and asphalt), its role is not often clearly understood. Putting aside futuristic promises and flashy demos, AI is making tangible, bottom-line improvements in transport logistics today. With the right application and technology partner, it’s not about replacing dispatchers or revolutionizing operations overnight. It’s about getting more done, with fewer resources and far less stress.

A new generation of AI tools, designed by knowledgeable technology experts for measurable, operational gains, has ushered in a new era of aggregates, asphalt and ready-mix concrete logistics. Recognizing that logistics is a core component responsible for planning, controlling and managing required resources, new approaches are alleviating stress by ensuring quality, minimizing costs and promoting operational excellence.

UNPREDICTABLE CHALLENGES

Dispatch planners face a constant flow of demanding challenges: drivers calling in sick, unexpected equipment downtime, bottlenecks at plants, traffic delays, increasing customer expectations and order changes. Most logistics systems simply aren’t designed to handle those levels of complexity and variability. As a result, many teams operate in a near-permanent state of reactivity, battling issues as they arise, and putting out the largest fire first.

What sets advanced AI-based systems apart is their ability to evaluate innumerable setup scenarios even before the first truck leaves the plant. The result isn’t just a better transport plan. It’s the ability to start each day with confidence, knowing that resources have been allocated in the most accurate and intelligent way possible.

This kind of advanced planning frees up dispatchers to deal with exceptions rather than reacting to every shift in the schedule. Instead of juggling phone calls and manual adjustments, they can focus on customer satisfaction, efficiency, and continuous planning improvement. While the world may focus on Large Language Models (LLMs), advanced AI algorithms that live in the “now” are busy solving the most complicated problems in logistics engineered specifically for optimized efficiency. Crafted using a mix of optimization techniques, operations research and machine learning, algorithms are engineered for the specific complexities of construction material lo-

gistics. This approach instantly synthesizes order intake and fleet movements into a dynamic and continuously updated decision framework. Synchronization of the variables with the realities of the road creates a dynamic map of operations that can turn complexities into clarity to deliver efficiencies and a competitive advantage.

A REAL-WORLD EXAMPLE

The practical results speak for themselves. One integrated construction materials producer running 760,000 cubic yards of ready-mix concrete annually saw productivity gains of nearly 25 per cent after implementing an advanced AI-based dispatch optimization process. Without adding vehicles or infrastructure, the company achieved annual savings of about US $2.6 million, nearly a 23 per cent drop in its overall logistics costs.

Such improvements are not outliers. The ability to deliver more with the same (or even fewer) resources is one of the most sustainable ways to improve margins in an industry where price volatility and tight budgets are the norm.

AI’s role doesn’t end at dispatch planning. It also extends to how orders are taken and scheduled. In many cases, the seeds of inefficiency are planted when customer service teams make commitments without a full view of transport capacity. Intelligent systems close this gap, connecting sales and operations through real-time data. When order takers know which delivery windows are viable, they’re less likely to overpromise or cause avoidable strain on resources.

And while generative AI tools like ChatGPT may not be dispatching trucks anytime soon, natural language AI has a supporting role to play. Real-time translation for multilingual driver communications or AI-assisted input validation for order times and durations are just a few ways large language models are enhancing user interaction and data quality in logistics software.

As the overall construction materials logistics industry navigates a challenging decade, driver shortages remain a persistent issue. While long-term automation may eventually reshape parts of the transport sector, the most immediate and practical gains come from integrating AI into dispatch and fleet management.

AI is already having an impact on a critical seat in the cab: the dispatcher’s. Modern AI-powered transport planning solutions, such as transport optimization soft-

ware, have been quietly revolutionizing logistics planning for decades.

AI algorithms can now optimize complex, multi-constraint and multi-plant delivery schedules in real time, taking into account factors such as order priorities, vehicle capacities, loading times, traffic conditions and customer time windows. By continuously recalculating routes and order assignments, these systems can adapt to last-minute changes and disruptions with a level of responsiveness impossible for manual planning.

The results are measurable. AI-driven scheduling can reduce the size of active truck fleets by up to 30 per cent, meaning fewer vehicles. And, by extension, fewer drivers are needed to meet the same transport demand. This efficiency gain directly alleviates the pressure caused by the driver shortage.

Beyond numerical optimization, AI also supports better human collaboration. Automated planning frees dispatchers from repetitive data handling and manual rescheduling, enabling them to focus on higher-value tasks such as driver communication, customer support and proactive problem-solving. The collaboration between AI precision and human judgment creates a more resilient and adaptive transport operation.

This “hands-free” approach to transport scheduling does not replace the human dispatcher; rather, it augments their capabilities. As AI systems handle the computational complexity, humans retain decision authority and contextual understanding. Together, they can achieve an efficient balance between operational efficiency and onthe-ground flexibility that manual methods cannot match.

DE-RISKING THE FUTURE

The move toward AI in aggregates, asphalt, and ready-mix concrete is not a digital revolution for the sake of novelty; it is a fundamental evolution of the supply chain. The most practical way to cut through the noise and see what AI can really do is to run a likefor-like comparison. By utilizing simulationbased assessments to analyze busy and quiet days alike, logistics teams can strip away the hype and see the measurable impact on fleet utilization and cost per ton. It helps companies deliver more loads, with fewer vehicles, under tighter deadlines, without compromising service levels and ensuring workforce

satisfaction.

Ultimately, the most effective logistics AI is the one that feels invisible because it simply works. It transforms the driver shortage from a structural weakness into an opportunity for innovation, ensuring that every dispatched truck is used to its maximum potential.

For building materials suppliers of aggregates, ready-mix concrete and asphalt, the path forward is obvious: investing in intel-

ligent transport planning is no longer just about cutting costs. It is about securing delivery reliability and maintaining a competitive edge in an industry where efficiency is the only way to thrive under pressure. It is time to stop weighing the possibilities and start weighing the results.

Justin Newell is Chief Executive Officer of INFORM North America (www.INFORM-software.com).

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EQUIPMENT SPOTLIGHT

The long haul

Newest

haulers on the market make it clear: the brain is catching up with the brawn

This year’s CONEXPO-CON/AGG in Las Vegas, Nevada served as a launching ground for the next generation of articulated and rigid haulers.

John Deere, Caterpillar, Komatsu, Volvo, and Liebherr all had new trucks on display, highlighting a massive industry shift toward simplified maintenance and autonomous-ready platforms.

ARTICULATED HAULERS

John Deere 460 P-Tier Articulated Dump Truck

• Engine Power: 481 hp Net (359 kW) @ 1,700 rpm

• Rated Payload: 92,197 lbs (41,820 kg)

• Heaped Capacity: 32.9 cu. yd. (25.2 m³)

• Transmission: 8F / 4R Countershaft

John Deere’s new 46-ton articulated dump truck is powered by the new JD14 481-horsepower engine and can be fitted with advanced vision systems that provide a panning view for the operator, even as the machine articulates.

The truck’s wider dump body lowers loading height and, with a bin rail angled top, there is less material spillage.

John Deere says maintenance on the truck has been made easier as all daily checks and periodic service are accessible from the ground. That includes fuel and diesel exhaust fluid.

The truck also has quite a few safety features, including:

• Rollover protection: Operator alerted to unsafe dump angles and even stops the dump cycle.

• Downhill dump protection: The truck automatically calculates the ADT position, so the dump body doesn’t move

over-centre when emptying downhill.

• Hill hold: The service brakes automatically apply when the ADT is stopped on an uphill slope and the operator's foot moves from the brake pedal to the throttle.

• Descent control: The automatic use of the transmission retarder regulates the truck’s speed when descending.

• Speed limit: Sets a maximum speed limit to match jobsite conditions.

Komatsu HM460-6 Articulated Haul Truck

• Engine Power: 514 hp (386 kW) Net @ 1,700 rpm

• Rated Payload: 92,594 lbs (42.0 metric tons)

• Heaped Capacity: 33.8 cu. yd. (25.7 m³)

• Transmission: 9F / 2R K-ATOMiCS

At this year’s CONEXPO-CON/AGG, Komatsu unveiled its newest articulated hauler, the HM460-6. Designed for quarry, construction, large-scale site development, mining and specific infrastructure operations, the HM460-6 features a new high-output powertrain, advanced traction control and improved fuel efficiency.

The truck has a payload capacity of 46.3 tons and is powered by the Komatsu DBA127 engine. The engine delivers 518 gross horsepower at 1,700 rpm, which Komatsu states provides increased torque at lower engine speeds to support strong acceleration, improved hill-climb capability and efficient power delivery under load. It also eliminates the complexity of an exhaust gas recirculation system through a simplified design, which means less fuel is used and service intervals are extended. The powertrain’s new nine-speed Komatsu transmission and intelligent gear control balance performance and fuel efficiency across a wide range of conditions.

The truck’s cross-axle differential locks and Komatsu Traction Control System help maintain traction on soft, uneven or muddy ground.

The Komatsu Traction Control System continuously monitors wheel speed and slip, and will automatically apply brake force to individual wheels when traction loss is detected.

Caterpillar’s new Articulated Haulers (725, 730, 730 EJ and 735 models)

• Model: 730

• Engine Power: 367 hp (274 kW) Net

• Rated Payload: 62,000 lbs (31 tons)

• Heaped Capacity: 23.0 cu. yd. (17.5 m³)

• Specialty Variant: 730 EJ (Ejector Body)

- 30-ton payload

Caterpillar’s next generation of articulated haulers (725, 730, 730 EJ and 735 models) feature several upgrades and built-in automatic features.

The new Cat C13B engine powers the next generation of trucks with ratings from 345 to 424 hp, depending on the model.

The Cat 725, 730 and 735 models have a redesigned dump body that offers easier loading than previous designs and maximizes payload. The redesigned body features a rerouted exhaust heat system that minimizes material carryback. This improves load efficiency and reduces cleanup time. Operators can view realtime load weights on the integrated display, and the system’s updated software and sensors provide accurate data. External payload indicator lights alert the loading operator when approaching rated payload and when payload is reached.

The trucks’ advanced automatic traction control prevents wheel slippage in poor underfoot conditions. The new engine overspeed control works seamlessly with Automatic Retarder Control to manage braking and automatically adjust engine speed.

Caterpillar has also upgraded the interior of this line. All functions are now accessible through either a touchscreen or smooth, responsive keypad. As well, operators can navigate the touchscreen using the integrated jog dial. There is

also a new push-to-start operator ID that can store up to 50 operator IDs. This allows employees to get to work quicker, but also offers a safeguard against unauthorized use.

The 725, 730 and 735 models have a new dump body height limit feature. This allows the bed raise height to be set to suit jobsite conditions. According to Caterpillar, the operator can raise the bed to the desired height, hold a button on a keypad, and that will set the raise height limit.

The Cat 730 EJ Articulated Truck ejects the load without raising the body to help maintain machine stability. This allows load dispersal on inclines, side slopes and in very soft underfoot conditions like those found on landfill sites.

Caterpillar states there is also an onboard, optional interactive training tool, Operator Coaching, which measures and reports on individual operator behaviours that impact efficiency, safety and machine health. The tool monitors 14 activities and provides suggestions to improve operating behaviour.

Tips are viewed on a summary page on the main touchscreen display, while animated video tutorials provide operator instructions. For fleet managers, the GPS function includes maps to show the location of where tips are triggered on the work cycle. Some of the tips include:

• Hoisting without articulation

• Hoisting with transmission in neutral

• Hoisting on level ground

• Reducing cornering speed

• Using lower gear when retarding

• Reducing speed in rough conditions

• Approaching grade in lower gear

equipment spotlight

• Heaped Capacity: 43.9 cu. yd. (33.6 m³)

• Drivetrain: 6x6 with 100 per cent differential locks

The newest truck to Volvo’s lineup is the A60, a 60-ton articulated hauler powered by Volvo’s D16J engine that is Stage V / Tier 4 Final compliant. Compared to previous generations, Volvo states the A60 provides five per cent more productivity and a 15 per cent increase in fuel efficiency thanks to its new Volvo transmission. The main fuel-saving feature of this transmission is Volvo Dynamic Drive, which is a predictive gear selection function that uses sensors for incline, wheel speed and weight to skip to the best gear for the job, saving the fuel that is typically burned by shifting through multiple gears.

“Less fuel burn, lower RPMs and increased performance because of that too. Cost per ton has gone down and fuel efficiency has gone up,” explains Volvo’s Rob Palermo, product manager - rigid haulers.

The truck is built for quarries, mining and heavy infrastructure projects. It’s also equipped with the Volvo Co-pilot, a 10-inch touchscreen in the cab that provides operators with a range of information about productivity, fuel efficiency, uptime and safety solutions.

“The Volvo Co-pilot is like the internal motor that controls all the machine functions. The truck used to have a lot of things that were like analog switches, things on the dash. It’s all been put into

our new Co-Pilot: HVAC, lights, wipers, even the radio, entry, phone, load weighing — everything’s in there,” Palermo explains.

Another feature of the truck is a new, sloped hood design, which improves operator visibility. The hood height has been reduced by about a foot because of that change, explains Tyler Smith, product manager – articulated haulers.

Serviceability is a big improvement. Because the truck now features Volvo’s in-house powertrain, it’s easier to repair or replace all parts on the machine.

Smith says Volvo focused on safer, easier serviceability when designing the truck, including an electric switch that opens the hood. There are also no hydraulics to unplug from the cab and other items are now easier to unhook. Smith says the cab can be removed in under an hour, whereas many machines can take half a day just to do that, or the cab only tilts.

“So that when things do happen, you can get that truck back up and going as fast as possible.”

HD Construction Equipment HA45

• Engine Power: 483 hp Net (360 kW) Net @ 2,100 rpm

• Rated Payload: 90,389 lbs (41,000 kg)

• Heaped Capacity: 34.0 cu. yd. (26.0 m³)

• Engine: Scania DC

HD Construction Equipment’s HA45 hit the North American market a few years ago so, while CONEXPO didn’t mark the premiere of the machine, it’s still relatively new to the market. The truck is powered by a Scania six-cylinder, 12.7-liter DC 13 turbocharged diesel.

“This machine, as far as equipment goes, I generally tell people like if you treat it right, it’s going to treat you right. It’s built like a damn tank,” says Joe Hodges, with HD Construction Equipment.

The truck is designed with one rear differential and a simple driveline, which results in less moving parts for easier and lower-cost maintenance. Front and rear differentials are limited-slip, longitudinal differential can be manually locked by pushing one button.

“The most unique thing about it is the drive line or the rear end,” explains Hodges. “You have no true axle in this machine. You have a rear differential and then you have two gear boxes.”

This truck’s compact design also means it has a small turning radius and improved stability.

“Most tall trucks on the market, the steering cylinders are mounted under the cab facing backwards. Ours are mounted on the rear frame facing forward. They’re a little longer, which gives you a little bit more turning force and better weight distribution when you’re in a turn,” he says. “Our steering cylinders and our articulation joint are compressed into being in line where everyone else is kind of spread out. You have cylinders, articulation joint and the bevel are three different layers. So, it reduces the wear on the front suspension on the front component elements.”

Liebherr TA 230 Litronic articulated dump truck

• Engine Power: 360 hp (265 kW) Net

• Rated Payload: 61,729 lbs (28,000 kg)

• Heaped Capacity: 23.7 cu. yd. (18.1 m³)

• Top Speed: 35.4 mph (57 km/h)

Liebherr provided a live demonstration of its new TA 230 Litronic articulated dump truck at CONEXPO-CON/AGG 2026. Liebherr’s newest addition to the 30-ton class is powered by a six-cylinder engine delivering 360 hp.

Liebherr states it prioritized operator comfort when designing the truck. The soundproofed operator’s cab reduces the interior noise level to just 72 dB(A) while the ride in tough operations is eased by Liebherr shock absorbers on the front axle and the viscoelastic suspension on the cab. The spacious cab features various storage areas, stowage compartments (one of which is air-conditioned) and bottle holders.

As for safety, the all-round glazing without blind-spot-inducing pillars and the short, sloping engine bonnet ensures the operator always has an optimum view of the machine’s driving, working and articulation areas from the cab. A rear camera is integrated into the touch display, providing a clear view of the area behind the vehicle.

The travel path and working area are illuminated by LED low beam headlights with integrated high beam and extra powerful LED headlights on the front of the cab. This lighting not only allows for working in the dark, it also ensures the truck is clearly visible to everyone on the construction site. There is also lighting at the rear of the body and another light package on the mudguards.

The truck also comes standard with driver assistance systems. One is the weighing device, which records the loaded weight in real time. Another standard feature is the speed maintenance assistant. It limits the truck’s maximum travel speed. Activated by a button on the retarder lever, the system monitors the current speed when the accelerator is pressed and automatically adjusts it to the set value. When driving downhill, the vehicle decelerates automatically using the engine brake and retarder.

RIGID HAULERS

Komatsu HD605-10 Rigid Haul Truck

• Engine Power: 791 hp (590 kW) Net @ 2,000 rpm

• Nominal Payload: 141,400 lbs (70.7 tons)

• Heaped Capacity: 56.2 cu. yd. (43.0 m³)

• Turning Radius: 28 ft. 7 in.

Komatsu’s new HD 605-10 rigid hauler is replacing its 605-8.

“You’re going to be able to carry a little more, move a little faster and do it a little more efficiently,” explains Komatsu’s Craig McGinnis. “Versus the 605-8, we’ve increased the payload capacity a little bit, dropped the truck weight a little bit and increased the horsepower a little bit.”

The 70-ton hauler is powered by a 791-horsepower engine and has a tight turning radius. Komatsu notes the truck’s MacPherson-strut-type independent front suspension allows it to smoothly travel across uneven roads. It can also regulate fuel efficiency for lighter work with ‘economy’ and ‘economy light’ modes. The truck can control downhill descent with the automatic retard speed control function. Other new operator features include hill start assist, throttle lock, a retractable sun visor and waiting brake.

“There is a great nice cab in there. Super comfortable,” says McGinnis. “Overall, it’s just a really nice one to drive.”

The truck can also be operated autonomously by fitting it with a Pronto AI kit.

“With the 20 per cent driver shortage worldwide, autonomous is the most practical way to solve that shortage,” says Pronto AI’s Anders Klemmer.

The technology uses sensors, cameras and artificial intelligence to create a fully autonomous vehicle that can operate in complex environments.  The area the truck operates in is called the Autonomous Operating Zone (AOZ). To program a new route within the AOZ, a

human operator just needs to drive the route once, called “dropping a trail.” From there, Pronto’s  Autonomous Haulage System takes over.

Volvo R70

• Engine Power: 705 hp Net (526 kW) Net @ 2,100 rpm

• Payload Capacity: 144,000 lbs (72 tons)

• Heaped Capacity: 55.6 cu. yd. (42.5 m³)

• Engine: Cummins QSK19

Volvo’s R70 rigid hauler was launched about 12 months ago. The truck is powered by a 760-horsepower, six-cylinder, Cummins QSK 19 engine.

“It’s the latest and greatest out of Volvo,” says Volvo’s Rob Palermo, product manager – rigid haulers. “We’ve upgraded the complete system. From the old truck, the new model is about 82 per cent different parts. It’s really been re-engineered, redone. [There is a] different frame, new box, new cab, electrical infrastructure. It’s a completely redesigned truck.”

The truck’s frame was designed to absorb the impacts of the jobsite to offer a long, durable life, while the sloped, V-shaped bed provides improved load retention and stability.

The R70 includes fail-safe braking, multiple forms of retardation, and other braking and steering features for optimum safety and a better ride.

The truck has on-board diagnostics and 500-hour service intervals. Service access is straightforward and service points are grouped.

The cab can be accessed from both sides of the truck via anti-slip steps. The cab has a large windscreen, low-raked dashboard, left-positioned operator station and an optional 360-degree Volvo Smart View system, which all improve visibility for the operator.

BY GRANT cameron

TUNNEL VISION

Could a tunnel under North America’s busiest highway solve Toronto’s traffic headaches?

> By any stretch of the imagination, it is a bold and breathtaking idea: a 50-kilometre, multi-level tunnel beneath Highway 401 in the GTA, carrying thousands of vehicles a day - and possibly rapid transit.

Ontario Premier Doug Ford calls it visionary, nation-building and necessary. Critics call it risky, wasteful and detached from public priorities.

A new poll conducted by Liaison Strategies for Focus Ontario suggests that most Ontarians are not sold on the proposal.

Only 28 per cent of respondents support the idea of a tunnel under Highway 401, while 45 per cent oppose it. When asked to identify the top transportation priority for the GTA, just six per cent selected the tunnel. Improving public transit topped the list at 33

per cent, followed by fixing local roads and intersections.

MOVING FORWARD

Yet, despite growing skepticism from voters, engineers and opposition politicians, the Ford government appears intent on pushing ahead, awarding a $9.1-million contract to WSP Canada Inc. to conduct a feasibility study for the proposed tunnel.

The idea -- once dismissed as far-fetched -- is now being treated as a serious policy option.

“The release of the RFP for the 401 tunnel is a significant step forward in our government’s plan to fight gridlock and keep our roads moving,” Transportation Minister Prabmeet Sarkaria said when the contract was announced. “Gridlock costs our economy over $56 billion each year, and we need to continue to build and explore innovative solutions as Ontario continues to grow at an unprecedented speed.”

As envisioned by Premier Ford, the tunnel would run from Mississauga or Brampton in the west to Scarborough or Markham in the east, following the 401 corridor. The premier has described a three-level design: one for eastbound traffic, one for westbound traffic and a third for transit.

“If they can tunnel under the English Channel, if they can tunnel through mountains and every other place, we sure the heck can tunnel along the 401,” Ford said last summer. “We’ll do it safely, and we’ll do it properly.”

The feasibility study -- expected to be completed by early 2027 -- will examine tunnelling options as well as alternatives, including elevated highways, added lanes and truck-only routes. It will also look at geological conditions, construction logistics, environmental impacts and long-term economic benefits.

NEED IS URGENT

The government argues the need is urgent. Ontario’s population grew by more than 500,000 people in 2022 alone, with projections showing another two million residents by 2031. Ministry of Transportation modelling suggests that by 2051, travel times on Highway 401 through the GTHA could double, adding 90 minutes to a typical trip if no additional capacity is built.

The ministry’s modeling also shows that all of the province’s 400-series highways in the GTHA, including Highway 407, will be at or exceed capacity within the next decade.

“Ontario’s gridlock problem is leaving the average Toronto-area commuter stuck in traffic for 98 hours every year,” Ford said when the technical evaluation was launched. “It’s costing our economy $11 billion every year in the GTHA alone.”

However, there are plenty of naysayers.

The Liaison Strategies poll suggests that many Ontarians are unconvinced the tunnel will deliver on those promises. Nearly half of respondents -- 48 per cent -- believe the tunnel would do nothing or a little to reduce congestion. Forty-eight per cent describe the project as “unrealistic, risky and wasteful,” compared with just 18 per cent who see it as a “bold, nation-building project.”

PUBLIC NOT CONVINCED ON TUNNEL PROPOSAL

Perhaps most striking is the appetite for transparency. Seventy-eight per cent of respondents said the government should publicly release previous studies on the tunnel, even if they raise serious concerns.

“If they can tunnel under the English Channel, if they can tunnel through mountains and every other place, we sure the heck can tunnel along the 401. We’ll do it safely, and we’ll do it properly.” - Premier Doug Ford

Internal Ministry of Transportation documents obtained by Global News through freedom-of-information requests show the province studied a similar idea in 2021 -- and quietly shelved it after identifying major engineering, financial and safety risks, including a “potential for roadway collapse.”

When poll respondents were informed of those internal warnings, concern levels spiked. Seventy-five per cent said they were worried about safety and construction risks, with nearly half describing themselves as “very concerned.”

David Valentin, principal at Liaison Strategies, said the data suggests that only PC voters support the project.

“Across almost every other demographic and region, opposition

MINIMIZE YOUR DOWNTIME

outweighs support,” he said. “With 78 per cent supporting the release of previous studies, transparency will likely be a key issue for the government moving forward.”

While the government has not released a price tag, experts warn the tunnel could be one of the most expensive infrastructure projects in Canadian history.

Dr. Shoshanna Saxe, an associate professor of civil engineering at the University of Toronto, has estimated the cost at roughly $1 billion per kilometre, putting the total near $55 billion.

“It could certainly be more than that,” she told Toronto CityNews. “Most of the cost would be associated with the construction of the tunnel itself - the materials, the people who work on the construction, the tunnel boring machines.”

Saxe estimates construction could take up to 20 years, with major disruptions along the 401 corridor throughout that period.

TUNNEL PROPOSAL SPARKING HEATED DEBATE

The Liaison poll suggests Ontarians are keenly aware of trade-offs. If the tunnel limits funding for other priorities, 46 per cent would rather see money directed to health care, education or housing. Only seven per cent would prioritize the tunnel over those areas.

The tunnel has become a sharp political dividing line. Toronto city councillor Josh Matlow has called the idea “truly bonkers,” accusing the government of ignoring overdue transit projects.

“Doug Ford is going to waste billions of tax dollars and create construction chaos along the 401 corridor for years,” Matlow wrote on social media. “I wish he’d focus on completing the transit projects we’re still waiting for.”

Opposition party leaders have been equally blunt. Green Party Leader Mike Schreiner has called the tunnel “a complete joke.”

The government, however, has found allies in the business community. The Toronto Region Board of Trade has praised the tunnel as “visionary thinking,” arguing that big ideas are needed to address the region’s congestion crisis.

“We need big and bold ideas, and a transit line under the 401 is exactly the kind of visionary thinking governments should pursue,” the board said in a statement.

Engineering organizations have struck a more cautious tone.

In a joint statement, the Ontario Society of Professional Engineers and the Tunnelling Association of Canada urged the province to ensure the feasibility study is transparent, evidence-based and publicly released, with full cost-benefit analysis and safety planning.

“While we commend the government’s willingness to explore bold solutions,” the statement said, “alternatives such as expanding rail corridors, integrating regional transit networks, and revisiting underutilized infrastructure may offer cost-effective, lower-risk options.”

In spite of the pushback, Ford seems intent on moving ahead with the project.

“It will be one of the largest and most ambitious infrastructure projects in the entire world,” he promised last year.

“Once finished, the 401 tunnel will unlock billions in economic growth and make our province’s economy more competitive.”

Critics say that confidence borders on stubbornness. Supporters maintain it is the resolve of a government willing to think big.

As the feasibility study unfolds, the question is no longer whether the tunnel can be imagined - but whether Ontarians can be convinced it should be built at all.

> APRIL 9

Women in Construction Mississauga, Ont. events.annexbusinessmedia.com/event/ women-in-construction-breakfast/

> APRIL 23-24

National Heavy Equipment Show Mississauga, Ontario nhes.ca

> JUNE 3-4

British Columbia Stone, Sand and Gravel Association Conference and Trade Show

Vancouver, British Columbia gravelbc.ca/events/

> JUNE 9

Manitoba Heavy Construction Association Spring Mixer Winnipeg, Manitoba mhca.mb.ca/events/spring-mixer/

> JUNE 25

Saskatchewan Heavy Construction Association Southern Golf Tournament Deer Valley, Saskatchewan saskheavy.ca/event-info/southern-golftournament/

> JULY 9

Ontario Stone, Sand and Gravel Association annual golf tournament King, Ontario ossga.com/events/event/ossga_golf_ tournament

one more load Evaluating aggregate operations

WILLIAM GOWDY

Key criteria and the importance of economic assessment

Aggregate operations such as sand, gravel and crushed stone extraction are fundamental to construction, infrastructure, and economic development.

However, not all aggregate deposits are created equally and the decision to develop or expand an operation must be based on a thorough evaluation of multiple technical, environmental and economic factors. Completing a robust economic evaluation is critical to ensuring that a site can be developed responsibly, profitably and sustainably over its operating life.

The first and most fundamental criterion in an aggregate operation is evaluating the geological setting and resource quality. This includes the deposit’s size, thickness, lateral continuity and material characteristics such as gradation, durability, abrasion resistance and petrographic composition or structural discontinuities in the case of bedrock deposits. Equally important is understanding the local market and whether the aggregate meets local and regional specifications for concrete, asphalt or base materials. A large deposit with marginal quality may be less valuable than a smaller deposit that consistently meets high-value specifications. Resource quantity and recoverability are also important. Not all material within a deposit is economically recoverable due to prohibitive overburden, groundwater conditions, setbacks, geological continuity, gradation or other geotechnical constraints. Accurate resource modeling, supported by appropriate drilling density and testing, allows operators to estimate recoverable volumes and plan mine sequencing. Overestimating recoverable material can lead to flawed financial projections and unexpected losses later in the project life.

Another key criterion is site location and access to markets. Aggregates are a high-volume, low-value commodity, meaning transportation costs heavily influence final product selling price. Proximity to end users, availability of haul routes, fuel costs and potential rail or marine access all affect the delivered cost of material. Even a high-quality deposit can be economically unviable if it is cost prohibitive to ship to its primary markets.

Operational and processing considerations must also be assessed. These include stripping ratios, equipment requirements, processing complexity, water man-

agement and energy consumption. Deposits requiring extensive crushing, screening or washing will have higher operating costs than a deposit that requires a lesser degree of processing to manufacture a final product. Understanding these costs early allows for realistic budgeting and identification of opportunities to optimize plant design and production rates.

Environmental, social and regulatory factors are another critical layer of evaluation. Permitting costs, monitoring programs, rehabilitation requirements, environmental mitigation and community acceptance can significantly affect overall project costs and project certainty. Delays or restrictions can reduce the effective life of a resource and undermine economic returns. There is ultimately a closure component to all operations and these costs also need to be factored in. Closure requires the reclamation of the site, but also any post closure monitoring requirements and environmental remediation that needs to be undertaken. Incorporating these factors into an economic model ensures that financial projections reflect realworld conditions rather than idealized assumptions. This is where a comprehensive economic evaluation becomes indispensable. An economic evaluation integrates all geological, operational, market and regulatory inputs to assess whether a site can generate acceptable returns over its life. It allows operators and stakeholders to test different scenarios, such as changes in market demand, fuel prices, production rates or capital costs. Sensitivity analysis helps identify the key risks and drivers of value, supporting informed decision-making.

Ultimately, completing an economic evaluation is not just about determining profitability, it is about reducing risk. It provides confidence to investors, regulators and communities that decisions are based on sound data and realistic assumptions. For aggregate operations, where margins can be tight and capital investment is significant, a well-executed economic evaluation is essential to ensuring long-term operational success and responsible resource development.

William (Bill) Gowdy is a geologist with 35 years of experience in the aggregate, geology, mining, reclamation, and exploration fields throughout Canada and overseas (USA, Indonesia, South Africa, Mexico, Panama).