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OCTOBER 2016

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NTR A C & THE TORS L AW PG. 54

VOCATIONAL TRUCKS BYE-BYE MANUAL TRANSMISSIONS PG. 35

THE CLOUD

A PRACTICAL VIEW PG. 50

WHATâ€™S NEW

COMPACT EQUIPMENT PG. 43

THE

BIG LIFT MACDONALD BRIDGE STAYS OPEN THROUGHOUT CONSTRUCTION

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VOLUME 61, NO.6 / OCTOBER 2016

COVER STORY 28 THE BIG LIFT For only the second time in history,

the suspended spans of a bridge are being replaced while keeping the bridge open to traffic.

DEPARTMENTS 7 Comment

10 News Industry news

18 Construction Stats The latest numbers on construction activity and employment

Photo: Istock Shauni

Don’t be like weird old Uncle Charlie

COLUMNS 50 Software The cloud – a practical view

53 Risk Create design risk awareness

54 Contractors and the Law Provide notice of intention to bring a claim

Index of Advertisers

features 21

Canada has been home to a variety of megaprojects in recent years. None will be more visually stunning than the new Champlain Bridge.

On-Site’s Nate Hendley takes an indepth look at what the biggest design trends are in vocational trucks.

Contractors that understand the value and versatility of compact machines, have a lot to be excited about. Power, versatility and fuel efficiency continue to be key.

New Champlain Bridge is construction showpiece

Moving from manual and other design trends

What’s new in compact equipment?

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03 2:14 PM

COMMENT

Don’t be like weird old Uncle Charlie

Get the latest construction news! Follow us on Twitter @OnSiteMag

aybe it’s your brother, your mom, or even your weird-old-Uncle Charlie. And it doesn’t matter if you live in Vancouver, Toronto or Labrador – every family has its own technophobe. You know the person I’m talking about. They’re still using a fax machine, and maybe just recently got a cell phone, of which you are being butt-dialed on regularly. They insist these newfangled devices are a waste of time, and “doing things the old way is better.” Well, I hate to say it, but the construction industry is in danger of becoming the world’s weird-old-Uncle Charlie. According to a recent report by KPMG, despite substantial investments, the construction sector is struggling to gain the full benefits of technologies, including advanced data and analytics, mobility, automation, and robotics. Of the more than 200 senior construction executives that took part in this survey, a mere 8 per cent of their companies rank as “cutting edge technology visionaries,” while 64 per cent of contractors and 73 per cent of project owners rank as “industry followers” or “behind the curve” when it comes to technology. “The survey responses reflect the industry’s innate conservatism towards technologies, with most firms content to follow rather than lead,” says Geno Armstrong, international sector leader, engineering and construction with KPMG in the U.S. “Many lack a clear technology strategy, and either adopt it in a piecemeal fashion, or not at all.” Okay, so Canada, might not be quite as bad as our sweet, and loveable uncle, but we’re not making the most of our technology investments either. According to the survey, construction and engineering firms are not taking full advantage of the volumes of data at their fingertips. Almost

two-thirds of those surveyed don’t use advanced data analytics for project-related estimation and performance monitoring. Also, only 25 per cent of respondents say they’re able to “push one button” to get all their project information. And even fewer claim to have a single, integrated project management information system (PMIS) across the enterprise. With so much investment and emphasis being placed on large-scale infrastructure in Canada, projects are becoming bigger and more complex all the time. Innovations such as remote monitoring, automation and visualization have enormous potential to speed up project progress, improve accuracy and safety. “The rapidly evolving infrastructure challenges of the next decade demands both owners and engineering and construction firms embrace technology more strategically and at a far more rapid pace than in the past,” warns Armstrong. This is all well and good, but for most contractors, the question is how? In many instances they already have multiple software platforms in place that aren’t integrated, and the last thing they want to do is add another one to the mix. The answer is: do your research. Go to conferences, talk to your peers, visit with vendors. Information is power, and in order to harness the true potential of technology, contractors must come up with a strategy and act now.

Corinne Lynds / Editor CLynds@on-sitemag.com

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CONTRIBUTORS

MEET OUR CONTRIBUTORS FOR THIS ISSUE JIM BARNES / Contributing Editor, On-Site On the new Champlain Bridge: “Canada has been home to a variety of megaprojects in recent years. None will be more visually stunning than the new Champlain Bridge in Montreal, which will replace the existing Champlain Bridge in 2018.”

www.on-sitemag.com / Fax: 416-510-5140

PUBLISHER | Peter Leonard (416) 510-6847 PLeonard@on-sitemag.com EDITOR/EDITORIAL DIRECTOR | Corinne Lynds (416) 510-6821 CLynds@on-sitemag.com CONTRIBUTING EDITOR | James A. Barnes MEDIA DESIGNER | Lisa Zambri lzambri@annexbizmedia.com ASSOCIATE PUBLISHER | David Skene (416) 510-6884 DSkene@on-sitemag.com SALES & MARKETING COORDINATOR | Kim Rossiter (416) 510-6794 KRossiter@on-sitemag.com

DAVID BOWCOTT / Senior vice-president, national director large/strategic accounts, construction and infrastructure services, Aon

ACCOUNT COORDINATOR | Cheryl Fisher (416) 510-5194 CFisher@annexbizmedia.com

On design risk awareness: “One of the most common and impactful risks facing the construction sector is design failure. Design failure is a leading cause of insurance claims and shows no sign of slowing. I’m sure this isn’t a big surprise for most, but to actually see the root cause of design failures is very enlightening.”

Vice President | Tim Dimopoulos (416) 510-5100 tdimopoulos@annexbizmedia.com

CIRCULATION MANAGER | Urszula Grzyb 416-442-5600 x3537 ugrzyb@annexbizmedia.com

President & CEO Mike Fredericks Established in 1957, On-Site is published by Annex Business Media 80 Valleybrook Drive, North York, ON M3B 2S9 Publications Mail Agreement No. 40065710 ISSN: 1910-118X Printed in Canada

NATE HENDLEY/ Freelance writer & author On vocational truck design: “The biggest design trends in vocational trucks centre around engine exhaust emission devices, growth in telematics, safety system improvements, a movement towards LED lighting and automated manual transmissions (AMTs). Of these trends, AMTs are arguably the most far-reaching.”

JACOB STOLLER / Principal, StollerStrategies On cloud computing: “Not too many years ago, the most common IT job description was network administrator. The work involved a lot of repetitive tasks: maintain and update user profiles, manage email capacity and security, apply Microsoft Office patches and updates, stage new PCs; and of course, deal with the hundreds of problems that can crop up on a corporate network.”

Circulation email: apotal@annexbizmedia.com Tel: 416-442-5600 ext 3258 Fax: 416-510-5170 Mail: 80 Valleybrook Drive, Toronto, ON M3B 2S9 SUBSCRIPTION RATES Canada $81.00 per year, Outside Canada US$139.00 per year, Single Copy Canada $13.00. On-Site is published 7 times per year except for occasional combined, expanded or premium issues, which count as two subscription issues. Occasionally, On-Site will mail information on behalf of industryrelated groups whose products and services we believe may be of interest to you. If you prefer not to receive this information, please contact our circulation department in any of the four ways listed above. Annex Privacy Officer privacy@annexbizmedia.com Tel: 800-668-2374 Content copyright ©2016 by Annex Publishing & Printing Inc may not be reprinted without permission. On-Site receives unsolicited materials (including letters to the editor, press releases, promotional items and images) from time to time. On-Site, its affiliates and assignees may use, reproduce, publish, re-publish, distribute, store and archive such unsolicited submissions in whole or in part in any form or medium whatsoever, without compensation of any sort. DISCLAIMER This publication is for informational purposes only The content and “expert” advice presented are not intended as a substitute for informed professional engineering advice. You should not act on information contained in this publication without seeking specific advice from qualified engineering professionals.

JOHN PRATT / Borden Ladner Gervais LLP On the importance of contractual requirements: “Many construction contracts include a provision requiring parties to the contract to provide reasonable notice of potential claims they might bring for delays, defects in the work or other damages... Failure to meet contractual notice requirements may prevent a party from successfully bringing a claim in court to recover its loss.”

We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund of the Department of Canadian Heritage.

MEMBER OF

Canadian Construction Association

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INDUSTRY NEWS

INDUSTRY>NEWS Ontario supports municipal and First Nation infrastructure projects Ontario and the federal government are investing more than $88 million in 35 municipal and First Nation projects to build and repair critical infrastructure, help create jobs, and spur economic growth across the province through the Small Communities Fund. Patricia Hadju, Federal Minister of Status of Women and Michael Gravelle, Ontario Minister of Northern Development and Mines, were in Greenstone September 7th to make the announcement. Greenstone will benefit from federal and provincial support for the second phase of the Geraldton water line rehabilitation. This project will improve the health and safety of area residents by providing clean drinking water. “Today’s funding announcement shows Ontario’s clear commitment to building and maintaining local infrastructure in communities across the province. In partnership with the federal government, we are helping communities build the kind of modern, critical public infrastructure that attracts investment and creates good-paying jobs and economic growth,” said Bob Chiarelli, Minister of Infrastructure. Projects across Ontario include improving waste management and water treatment facilities, and repairing bridges and highways. Ontario and the federal government are each providing over $44 million for the 35 projects, which have a total cost of more than $141 million. Recipient communities will be responsible for the remaining project costs. Through the Small Communities Fund, Ontario and the federal government are each providing $272 million over 10 years to support infrastructure projects in communities with populations under 100,000.

Lafarge completes modernization, reduces environmental footprint

Lafarge Canada Inc. has completed major modernization and environmental upgrades to its Exshaw, Alta. plant. Physical construction began in 2013, with more than 600

contracted employees on site at construction peak in addition to 160 permanent employees. The team achieved a very strong safety record, hitting nearly three million hours

without a lost-time incident. “It is an incredible achievement, completing a project of this scale. Completing it safely takes focus and energy and I applaud the team for its dedication to this goal,” says René Thibault, president and CEO, Lafarge, Western Canada. “By all accounts we consider the project to be a success, cementing our long-term commitment to Exshaw, Alberta and Western Canada.” The modernization effort centered around major kiln upgrades. Kilns are the heart of the cement-making process. • Shut down of kiln 4 in November 2015 • Invested $20 million in kiln 5 to meet new emissions targets by retiring less efficient gravel-bed filter technology. • Constructed a new kiln 6 with a state-ofthe-art baghouse to collect particulates, as well as a vertical raw mill, the EcoDome storage facility, a pre-heater tower and a vertical cement mill to complete the expansion. Through the modernization, Lafarge’s production capacity increases from 1.3 million metric tonnes per year (tpy) to 2.2 million metric tpy. Technology upgrades led to a 60-per-cent reduction in sulphur dioxide emissions, a 40-per-cent reduction in nitrogen oxide emissions, and a significant reduction in fugitive dust and noise coming from the plant’s equipment. The Exshaw plant has also achieved zero water discharge from its operations. Plant manager, Jim Bachmann comments, “I want to especially thank our neighbors in the Municipal District of Bighorn, and Bow Valley residents for their support throughout this project,” he added. “Their patience through the construction period and feedback contributed to our success.” The economic impact of the plant’s increased production and GDP of Alberta is estimated at $1.2 billion per year. Lafarge’s investment of hundreds of millions of dollars in the expansion will provide long-term, wellpaying employment opportunities as well as construction material for Alberta’s entire built environment.

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INDUSTRY NEWS

PCL celebrates opening of Rogers Place PCL Construction Management Inc. celebrated the opening of Rogers Place in the heart of downtown Edmonton’s new ICE District. An opening ceremony was held in Ford Hall, the main entrance to Rogers Place, with over 900 guests in attendance. The City of Edmonton and the Oilers Entertainment group recognized PCL for its hard work in getting the project to this point after more than 850 days of construction. Paul Douglas, PCL president and CEO, said: “It’s the talented and dedicated individuals who worked on site and in support of this project who should be extremely proud of what they accomplished during the building of this landmark project.” He added that “our entire PCL family couldn’t be happier that this gem of a facility is right here in our hometown.” The $613.5-million Rogers Place and related infrastructure boasts 18,651 seats, 1,110,900 sq. ft. of space, the largest true high-definition scoreboard in the NHL, expansive concourses with natural light, and an impressive array of food and beverage options. Rogers Place anchors a major revitalization of Edmonton’s downtown that boasts $5 billion invested in private and public developments, including the new ICE District, which will be Canada’s largest sports and entertainment district.

PCA boosts national effort to get LNG and pipeline projects built A leading association of Canadian construction contractors is turning up the volume in a national effort to get some of Canada’s largest and most important energy and infrastructure projects built. On September 7, the Progressive Contractors Association of Canada (PCA) launched a new awareness campaign called “Let’s build it.” “Canada’s economy and global competitiveness depends on expanding and improving our energy and natural resources infrastructure,” said Paul de Jong, president of the Progressive Contractors Association of Canada. “With so much at stake, it’s in the best interests of Canadians to get building.” PCA and its member companies across Canada are working to move key projects through approvals to planning, including the following:

• Enbridge Line3 Replacement Project to replace 1,660 kms of aging pipeline; • Trans Mountain Expansion Project to expand the existing (1953) pipeline route; • Trans Canada’s Energy East Pipeline to transport crude oil from the west to east; • Pacific Northwest LNG, an $11-billion project waiting for federal approval. “We’ve developed strong partnerships with like-mind organizations who share our goal of getting important infrastructure built, and built safely,” added de Jong. “Canada has the expertise, technology and innovation to move forward in the most responsible way possible, so what are we waiting for?” PCA is raising awareness about the importance of LNG and pipeline construction. It’s also participating in Ministerial Panel Sessions, National Energy Board and Canadian Environmental Assessment Agency consultations. SOURCE: Progressive Contractors Association of Canada

Summer construction boot camp helps students build skills BY DANNA O’BRIEN It was anything but the lazy days of summer for 18-year old Phoebe Janela Tagumpay. While most summer camps filled up quickly with students keen on hiking, canoeing and swimming, Tagumpay has been roofing, framing and flooring. She’s one of 16 Edmonton high school students who jumped at the chance to sign up for the Christian Labour Association of Canada’s (CLAC) first summer construction boot camp and the opportunity to build greenhouses. “It really was an incredible experience,” said Tagumpay. “It was my first exposure to construction, using tools and skills that I’ve never used before.” Tagumpay, who lives on the south side of Edmonton, was up at 6:00 am each day to catch a bus to the north side of the city for the two-week program. While it ran from 8:00 am to 4:00 pm at a district high school, she often arrived before the official start. “I didn’t mind the early mornings because I loved what I was doing,” added Tagumpay. In fact she and the other students were so dedicated that they returned for five days after the boot camp ended to finish the project. The students built four greenhouses, two of which have been donated to local schools for sustainability projects, and the others sold with the proceeds going to charity. “The boot camp was a great way to intro-

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INDUSTRY NEWS expand its program through partnerships in each province to expose as many students as possible to the skilled trades. CLAC is the labour partner of the Progressive Contractors Association of Canada.

National Highway System gets $53M investment in Manitoba

duce young people to the trades,” said Brad Bent, CLAC’s director of training – Alberta. “We wanted them to see that the trades open up all kinds of career possibilities.” The camp succeeded in making a lasting impression on Tagumpay. She was considering a career in business administration but now plans to pursue construction-engineering technology at the Northern

Alberta Institute of Technology. The summer boot camp, in conjunction with the Edmonton Public School Board and Merit is an extension of CLAC’s High School 2 Hard Hats program that began in 2011. Since then, CLAC has introduced hundreds of high school students to new skills including welding, carpentry, scaffolding, and electrical. CLAC’s goal is to

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Blaine Pedersen, Minister of Infrastructure, and Doug Eyolfson, Member of Parliament for Charleswood—St. James—Assiniboia— Headingley, on behalf of the Honourable Amarjeet Sohi, Minister of Infrastructure and Communities, announced $53 million in joint funding for major rehabilitation projects for Provincial Trunk Highways (PTH) 1 and 6. In addition to making these highways safer and wider, this rehabilitation work will extend the life of these roads by approximately 20 years. Both highways are essential parts of the National Highway System in Manitoba. PTH 1 is the only highway that connects eastern Canada to western Canada, while PTH 6 provides a connection from Winnipeg to Northern Manitoba and Northern Ontario. “We are proud to work with our federal partners on maintaining public safety and improving the quality of our highways in Manitoba. Each of our highways connects communities and enables economic activity across our large and diverse province,” said Pedersen. The PTH1 project will rehabilitate two sections of the highway: grade widening of a 21.3 kilometre stretch from PTH 11 to Provincial Road 308, and resurfacing a length of 31.8 kilometres from Brokenhead River to the Greater Winnipeg Water District Railway. The PTH6 project will rehabilitate the pavement on a section of roadway from Provincial Road 248 to Provincial Road 415 for a total length of 22.7 kilometres. The work will also include intersection improvements and other safety upgrades, such as paved shoulders with rumble strips.

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FREDDY DODGE HAS GRAVEL IN HIS BOOTS AND DELO IN HIS EXCAVATOR. ®

UNCOMMON JOBS REQUIRE UNCOMMON TOUGHNESS Extreme cold. Sudden floods. Scorching heat. The extreme conditions of Yukon’s gold mines put Freddy’s equipment to the ultimate test. And he uses one brand to protect his engines, gears, transmission, and joints: Delo® with ISOSYN® Technology. “My business can’t afford a single down day, so the right lubrication is everything.” To learn more about how Delo protects equipment for your tough jobs, visit ChevronDelo.com.

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CATALYS LUBRICANTS 7483 Progress Way Delta BC V4G 1E7 Toll Free: 1 (855) 946-4226 catalyslubricants.ca

NORTHERN METALIC SALES (GP) 9708-108 St. Grande Prairie AB T8V 4E2 Tel: (780) 539-9555 northernmetalic.com

HUSKY ENERGY CORPORATION 707-8th Ave. S.W. Calgary AB T2P 1H5 Tel: (403) 298-6709 huskyenergy.ca

UFA 4838 Richard Rd. S.W. Suite 700 Calgary AB T3E 6L1 Tel: (403) 570-4306 ufa.com

CHRIS PAGE & ASSOCIATES LTD 14435-124 Ave. Edmonton AB T5L 3B2 Tel: (780) 451-4373 chrispage.ca

RED-L DISTRIBUTORS LTD 9727-47 Ave. Edmonton AB T6E 5M7 Tel: (780) 437-2630 redl.com

49 NORTH LUBRICANTS 1429 Mountain Ave., Unit 2 Winnipeg MB R2X 2Y9 Tel: (204) 694-9100 Fax: (204) 775-0475 49northlubricants.com

CASE ’N DRUM OIL INC 3462 White Oak Road London ON N6E 2Z9 Toll Free: 1 (800) 265-7642 www.cndoil.ca

TRANSIT LUBRICANTS LTD 5 Hill St. Kitchener ON N2G 3X4 Tel: (519) 579-5330 transitpetroleum.com

R. P. OIL LTD 1111 Burns St. East Unit 3 Whitby ON L1N 6A6 Tel: (905) 666-2313 rpoil.com

CREVIER LUBRIFIANTS 2320, Rue de la Métropole Longueuil (QC) J4G 1E6 Tél : (450) 679-8866 crevier.ca

NORTH ATLANTIC REFINING LTD 29 Pippy Place St. John’s NL A1B 3X2 Tel: (709) 570-5624 northatlantic.ca

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Need Some Direction with Your Foundation Challenges? Let GeoSolv Guide You In the Right Direction

INDUSTRY NEWS Southwest Calgary Ring Road moves forward The Alberta government signed a 35-year contract with Mountain View Partners to design, build, operate, and partially finance the Southwest Calgary Ring Road. The Design-Build-Finance-Operate (DBFO) contract is worth $1.42 billion in 2016 dollars. The Province will fund 60 per cent of the capital construction cost which will be paid during the construction phase. The project consists of approximately 31 kilometres of a new six and eight lane divided freeway, plus additional basic and auxiliary

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lanes. It also includes 14 interchanges, river crossing structures at the Elbow River, a creek crossing structure at Fish Creek, a culvert at Cullen Creek, three watercourse realignments and additional pre-grading for future interchanges. This project will advance the 9:12 3:21 AM PM completion of the Calgary Ring Road. Through the 2014 New Building Canada Plan (National Infrastructure Component), the Government of Canada has committed up to 25 per cent of eligible cost including design, construction, engineering, project management and utility relocations. Mountain View Partners will start construction in autumn 2016 and the road is expected to open to traffic in 2021. Mountain View Partners was formed by Meridiam Infrastructure North America Corp., Kiewit Canada Development Corp, Graham Capital Partners and Connor, Clark & Lunn Infrastructure, through their affiliate Connor, Clark & Lunn GVest Traditional Infrastructure Limited Partnership and Ledcor Developments Ltd. The design and construction of the project will be subcontracted to KGL Constructors, a construction partnership consisting of Kiewit Management Co., Graham Infrastructure and Ledcor Group of Companies. The operations and maintenance will be subcontracted to Alberta Highways Services Ltd. The project attracted significant private debt financing in the form of long-term senior bonds, medium-term bank debt and short-term bank debt. Financing parties include: Scotia, TD, Desjardins, BTMU, ATB and KfW IPEX-Bank. Using Alberta’s DBFO model for highways allows the Southwest Calgary Rind Road to be finished earlier than through conventional delivery. SOURCE: Mountain View Partners Alberta Transportation.

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PC240LC-11 TIER 4 FINAL EXCAVATOR

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RCCAO By Andy Manahan

Infrastructure agency would help federal government with Canada’s future mega-projects

hen Prime Minister Justin Trudeau announced Canada’s intentions to join the Asian Infrastructure Investment Bank (AIIB) during his recent trade mission to Beijing, it signalled two things: firstly, it was a tactical geo-political move to show interest in trading with that region; secondly, it was a reaffirmation of his government’s belief in the role infrastructure plays in nation-building. Infrastructure not only gives local economies a boost, it also creates jobs and raises the level of the average person’s standard of living. It was expected that Canada would apply to join the AIIB by the end of September (this article went to press before this was confirmed); new members may be added in early 2017. Even though this will be an important political move on the international front, the government could reap the benefits of its election platform pledge domestically by creating its own Canadian Infrastructure Investment Agency (CIIA). This CIIA would help the government research and prepare for the largest infrastructure projects that the country will build to fulfill its 10-year, $120-billion commitment. It would act as a centre of excellence to support big decisions on the country’s future mega-projects (projects with capital costs of $100 million or more). This could be the most critical era for infrastructure investment in Canada’s history. With the federal government’s pledge to give the economy a much-needed boost and enhance the standard of living, a thoughtful approach is necessary to deliver the right infrastructure for the Canadian

public. And that’s where the CIIA comes in. These important decisions can help or hinder local and regional economies for decades. If poor decisions are made, this can result in non-productive outlays as well as increase the chances of cost overruns. But if the right decisions are made, economies can reap the economic multiplier benefits of infrastructure. According to the 2011 federal government report, Finance Canada’s “Canada’s Economic Action Plan: A Seventh Report to Canadians,” every $1 spent on infrastructure leads to $1.60 worth of economic spin-off benefits. Matti Siemiatycki, an associate professor of geography and planning at the University of Toronto and a popular speaker on infrastructure, recently wrote a report on the subject that was commissioned by the Residential and Civil Construction Alliance of Ontario (RCCAO). From Siemiatycki’s report – “Implementing a Canadian Infrastructure Investment Agency” – here are three key report recommendations: • The CIIA would have an advisory role. • It would develop standard evidence-based project evaluation tools to assess megaprojects with capital values of $100 million or more by private/government backers seeking federal funding. • The CIIA would create high standards for transparency, accountability and capacity building. Creating and operating a CIIA would allow the federal government to maximize long-term returns on investment through a more comprehensive approach to project financing, selection and delivery.

This would be an arm’s-length agency created to advise the federal government on how to allocate funding for Canada’s largest infrastructure projects. To ensure that the process would be an accountable and evidence-based one, the agency would not have decision-making power. “This national centre of excellence would support rigorous project planning and evaluation, procurement best practices and project financing under a single roof,” Siemiatycki says. He adds that the models that he based his report on are from Australia and the U.K.: Canada should learn from their successes and mistakes. Based on a review of the current Canadian institutional landscape and international best practices, the report says the CIIA would ideally provide a “light touch” approach to improving infrastructure investment decisions and delivery at all orders of government. “The CIIA would have to be independent from direct government intervention so that it could provide unbiased advice based on the best technical evidence available,” says Siemiatycki, who authored the report as a follow-up to “Creating an Effective Canadian Infrastructure Bank” (CIB), which was released in February. For commissioning Siemiatycki’s CIB research, we were honoured to receive a letter of thanks from Finance Minister Bill Morneau, who encouraged the alliance to continue its engagement with finance and infrastructure officials. Andy Manahan is the executive director of the Residential and Civil Construction Alliance of Ontario (RCCAO). Send comments to editor@on-sitemag.com.

1B De All

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CONSTRUCTION STATS A selection of data reflecting trends in the Canadian construction industry

thousands 18,400 18, 200

EMPLOYMENT ON THE RISE FOR YOUTHS

18,000

In August, employment increased among youths aged 15 to 24 and people aged 55 and older. At the same time, employment was down among those aged 25 to 54. Employment rose in Quebec and in Newfoundland and Labrador, while it declined in New Brunswick. There was little change in the other provinces. There were more people working in public administration and fewer people working in professional, scientific and technical services. Youth construction employment remained the same.

17,800 17,600 17,400 17,200 17,000 Aug. 2011

2012

2014

2013

Seasonally adjusted

Aug. 2016

2015

Trend-cycle

Source(s): Statistics Canada

billions of dollars 8.0

NON-RESIDENTIAL BUILDING PERMITS UP 5.6%

7.5

7.0

6.5

6.0

5.5 July 2011

2012

2013

Seasonally adjusted

2014

July 2016

2015

Trend-cycle

The higher variability associated with the trend-cycle estimates is indicated with a dotted line on the chart for the current reference month and the three previous months. Source(s): Statistics Canada

In the non-residential sector, the value of building permits advanced 5.6 per cent to $2.4 billion. The gain followed two consecutive months of declines. Increases were reported in four provinces, most notably Ontario. In July, all three non-residential components posted higher construction intentions, with institutional structures leading the advance. The value of permits for institutional buildings rose 9.6 per cent to $740 million in July, the third increase in four months.

Geography = Canada

CEMENT PRODUCTION UP IN JULY Cement manufacturers produced 1.22 million tonnes of cement products in July, up 3.7 per cent compared with June, but down 6.8 per cent from July 2015. Shipments of domestic cement decreased 5.4 per cent compared with June to 1.16 million tonnes in July. Compared with the same month a year earlier, shipments declined 6.3 per cent. Including imports, shipments fell 4.7 per cent from June to 1.22 million tonnes in July, and were down 8.7 per cent from the same month a year earlier.

Destination of shipments Cement products

Total shipments

Exports 4

Total, cement products Total, standard Portland and white cement Masonery and other cement Total, cement products Total, standard Portland and white cement Masonery and other cement

March

April

2016 May

June

July

693,828r 682,203r

911,482 899,234

1,214,207r 1,194,896r

1,285,088 1,268,394

1,224,354 1,215,783

11,625r 214,104r x

12,248 289,908 x

19,311r 362,201r 359,566r

16,694 382,827 x

8,571 366,651 366,220

2,635r

431

Symbol legend: r Revised x Suppressed to meet the confidentiality requirements of the Statistics Act Footnotes: 1. For data on reference years prior to 2004, please see CANSIM table 303-0001. 2. Totals may not add due to rounding. 3. Includes sales of cement purchased from other cement companies. Excludes inter-company shipments. Commencing January 1989, sales of imported cement are included. 4. As reported by respondents to this survey. For total exports, please contact the International Trade Division at 1-800-294-5583 or by email at trade@statcan.gc.ca. 5. Common supplementary cementing materials includes slag and ash. Source(s): Statistics Canada

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CHAMPLAIN BRIDGE

New Champlain Bridge is

CONSTRUCTION SHOWPIECE $4.2B megaproject incorporates wide array of building technologies BY JIM BARNES Canada has been home to a variety of megaprojects in recent years. None will be more visually stunning than the new Champlain Bridge (NCB) in Montreal, which will replace the existing Champlain Bridge in 2018.

he existing bridge crosses the St. Lawrence River to connect Verdun and Brossard. It is the centrepiece of a major transportation corridor, supporting an estimated $20 million in Canada-U.S. trade annually. Some 50 million vehicles of all types cross it each year. Opened in 1962, years of heavy use, harsh weather and de-icing salt have brought the Champlain Bridge nearly to the end of its usable life. Following a pivotal engineering study in 2010, it was decided to completely replace the bridge. The Government of Canada signed the new Champlain Bridge Corridor Project Agreement with the Signature on the St. Lawrence Group (SSL) joint venture on June 19, 2015. The total project cost is set at $4.239 billion, with the project agreement accounting for $3.977 billion of that. The agreement covers the design, construction, financing, on-sitemag.com / 21

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CHAMPLAIN BRIDGE

operation, maintenance and rehabilitation of the corridor, which includes the new Champlain Bridge, the new Île-des-Soeurs Bridge and reconstruction and widening of the federal portion of Highway 15. The consortium will operate the bridge for 30 years of its 125-year life span. The 3.4 km bridge has a three-corridor design, including two, three-lane corridors for vehicles and a two-lane transit corridor. It will also include a multi-use path for pedestrians and cyclists. Delivery is set for Dec. 1, 2018 and construction began in June, 2015.

BIGGEST CHALLENGE The demanding timeline is the biggest challenge with this proj-

ect, according to Daniel Genest, an SSL spokesperson. Modular construction practices, including the use of precast concrete and prefabricated steel parts, are essential in meeting these demands. Designers turned to a Canadian precedent – the Confederation Bridge that links P.E.I. and New Brunswick – for ideas, including approaches to designing the foundation, said Genest. That approach was based on building precast footings on-site and moving them by barge to their final locations, guided by GPS and other metrology. Work on Highway 15 is part of the project and preliminaries required relocating the water mains in Verdun and the partial demolition of the overpasses. In November, 14 residential properties and some commercial and public properties were demolished, a project that required the removal of soil contaminated with asbestos. The

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CHAMPLAIN BRIDGE CONSORTIUM water mains were then relocated, a process that included horizontal drilling under LaSalle Blvd. to reduce disruption. The new Île-des-Soeurs Bridge will be a key element of Highway 15. The existing bridge has been demolished and 60 caisson piles have been installed for the footings and pillars of the new bridge, which is scheduled to open in 2018.

Every construction procedure is followed by an inspection and test plan... IN THE RIVER Marine excavation was one of the first tough jobs. A power shovel on a barge dug excavations down to the river’s bedrock, four to five metres deep in about five metres of water. Three large temporary jetties were built as work platforms. • The 500 X 100-metre west jetty, on Île-desSoeurs, is being used as a prefabrication area for concrete structures and the assembly of steel parts. • The east jetty supports construction of the eastern part of the NCB. As of July, eight piers were under construction on the east jetty. Six of them are being constructed inside sheet pile cofferdams, temporary structures that permit dry-bed construction and concrete work to take place. • Another jetty has been built for work on the cable-stayed portion of the bridge. These jetties will be completely removed at the end of the project. Two smaller jetties will be used to support construction of the Île-des-Soeurs Bridge. The NCB will rest on 74 massive footings. The 38 to be positioned in the river are precast. Each footing has a form with a rebar cage and post-tension loops. The concreting operations take five or six hours. Once the concrete is poured, the footing is left to harden for three days in its form. Some 150 mixer trucks were in use. The 12 X 12 metre blocks weigh about 650 tonnes. A supertransporter (“Thor the Ant”) moves the blocks to the Floating Foundation Installer (Poseidon). They are then lowered into the water with cranes to an accuracy of 25 millimetres or less. On the South Shore side, 36 footings are being poured in place on-site inside cofferdams. The half-km long cable-stayed element of the NCB

Signature on the Saint Lawrence Group includes: SNC-Lavalin Bridge Design Team: ACS SNC-Lavalin Hochtief TY Lin International The Design and Construction Group: International Bridge Technologies SNC-Lavalin Highway Design Team: Dragados Canada SNC-Lavalin Flatiron Constructors Canada MMM Group

CONTRACTORS The suppliers to the NCB include: Quebec: Acier AGF: rebar supply and installation Béton Bourgeois: prefabrication of components for the three migratory fish pas sages on the West Jetty on Île-des-Soeurs Béton Préfabriqué du Lac (BPDL): prefabrication of components related to the piers for the approaches, the main pylon and bridge deck Béton Préfabriqué du Richelieu (BPDR): prefabricated components for the temporary jetties Bisaillon Transport: trucking service Camille Blais et Fils: installation of sheet piles and piles Canam: manufacture of the steel superstructure for the approaches to the new bridge (over 40,000 tons) and the Nuns’ Island bridge (5,100 tons), from their facilities in Quebec and the United States Chenail: asphalt Everest Equipment Company: supplier of moulds for prefabricated components Gravel Auto: supplier of worksite vehicles Groupe Ocean: lease and operation of marine equipment Grues Guay: lease of operated and non-operated cranes Hewitt Équipements: supplier of heavy equipment, including loaders and excavators Lafarge: supplier of concrete and gravel Strongco: supplier of different types of cranes Canada Bauer Canada: operations related to pile drilling Ford Canada: supplier of worksite vehicles MMM Group: engineering services related to the design of the highway portion of the project Norseman: supplier temporary shelters International US International Bridge Technologies: engineering services related to the design of the bridge North American Steel (NAS): manufacture of 5,000 tons of stainless rebar Robishaw: sectional barges that can be transported by road TY Lin: engineering services related to the design of the bridge Europe: Dorman Long, England: heavy transport vehicles DSI, Switzerland: manufacture of cables for the cable-stay portion of the bridge Megusa, Spain: manufacture of steel pier caps Sarens, Belgium: heavy lifting and engineered transport Tecade, Spain: manufacture of steel pier caps and the steel superstructure for the cable-stay portion of the bridge VSL, Switzerland: engineering services for the cable-stayed portion of the bridge

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Panama Canal Expansion Project Panama

GIBE III Hydroelectric Project, Southwest of Addis Ababa on the Omo River, Ethiopia

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CHAMPLAIN BRIDGE is probably the biggest engineering challenge of the NCB. The main pylon supports steel cables that in turn support the superstructure and bridge, providing clearance for shipping between two pillars. It includes 42 piles, 13,000 tonnes of rebar and 2,100 cubic metres of concrete. Its foundation is 45 X 15 X 4 metres. Placement of all foundation components must be accurate within millimeters, according to SSL. “Mistakes will accumulate, so if we are not precise, after 22 segments, we can be off by a few centimetres, which is unacceptable,” said Frédéric Guitard, the manager of the cable-stayed portion of the bridge. Every construction procedure is followed by an inspection and test plan to verify that it was carried out in compliance with the technical requirements in the project agreement and that it meets applicable industry standards.

STEEL WORK Canam-Bridges, a division of Canam Group Inc. of St.-Georges, QC has a $225M-contract with SSL to supply the steel superstructure for the bridge’s approaches as well as the fabrication of steel components for the new Île-des-Soeurs Bridge.

SPECIAL EQUIPMENT Two pieces of special equipment are in use on the project. One is a wheeled transporter (nicknamed “Thor the Ant” by students in a competition), delivered in Feb. The DL-MT1000 was custom-built in China by Dorman Long Technologies of the UK and offers a 1,000-tonne capacity with its 2.5-metre-stroke jack-up system. The machine is smaller and more manoeuvrable than conventional transporters due to its use of aerospace tires to increase the load-carrying capacity of each axle. The transporter takes precast foundation blocks to the second special piece of equipment, the 1,240-tonne Floating Foundation Installer, used in installing footings in the river. (The pupils nicknamed it “Poseidon” in a contest.) According to its builders, Sarens in Belgium, The FFI consists of two modular barges equipped with eight thrusters, sixteen winches, four spuds, two multi-lift towers with gantry beams and rotation bogies and eight 450-tonne strand jacks. It can transport parts of up to 1,000 tonnes. The lifting apparatus has a turntable, allowing for 360-degree rotation. GPS and the FFI’s turntable are used to position the FFI and the footing accurately. Final positioning checks were made with the GPS and precision prisms, located on each footing.

Fabrication began in 2015 and deliveries will continue until spring, 2018. Fabrication will be carried out primarily at Canam

THE ENVIRONMENT

Group’s Quebec City and Laval plants in Quebec and the Clare-

Due to the nearby residences and the natural environment, stringent noise, vibration, pollution and air quality controls are in place. SSL noise levels may not exceed 75 db during the day and not exceed any neighbourhood’s ambient noise level by more than five db at night (with possible exceptions for activities that would cause excessive traffic congestion if they occurred during the day). A vibration-assessment plan has been implemented for the entire project. Vibrations may be felt at times but won’t reach levels that would impact local residences, according to SSL. Two air quality monitoring stations have been established, one by Infrastructure Canada on Île-des Soeurs Bridge and another in Brossard, in collaboration with Environment Canada. Local wildlife is also a concern. For example, Brown Snakes, an endangered species native to the area, are being relocated away from the work site. To protect the local fish habitat, SSL is minimizing the amount of work done in water. When setting up the temporary jetties, builders were not permitted to block off more than a third of the width of the river. Fishways will be installed at the west jetty to facilitate the springtime migration of fish. The fishways are monitored to ensure they are passable. New spawning grounds will be established and existing ones rehabilitated.

mont plant in New Hampshire. The company is fabricating the steel superstructure for the NCB approaches (over 40,000 t.) and the Île-des-Soeurs Bridge (5,100 t.) It will supply 599 double box girders and 160 plate girders It will also supply all 35 spans for the approaches to the NCB over the river between Île-des-Soeurs and Brossard, and construction of the Île-des-Soeurs Bridge.

Credit: A primary source for this article was data provided on the website maintained by SSL at http://www.newchamplain.ca/.

Designers looked to the Confederation Bridge, which links PEI and New Brunswick, when planning for the new Champlain Bridge.

Jim Barnes is contributing editor to On-Site. Send comments to editor@on-sitemag.com

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MACDONALD BRIDGE

The

Big Lift

Halifax’s Macdonald Bridge stays open to traffic while 46 bridge spans are replaced CORINNE LYNDS – WITH FILES FROM THE HALIFAX-DARTMOUTH BRIDGE COMMISSION

or only the second time in history, the suspended spans of a bridge are being replaced while keeping the bridge open to traffic. The first; was the Lions Gate Bridge in Vancouver, and the second is Halifax’s own Macdonald Bridge. The $207-million project, fondly known as “The Big Lift,” is necessary to extend the life of the bridge and reduce maintenance. According to Steve

Snider, GM and CEO of the bridge, after six decades the deck was starting to separate from the floor beams, causing a rough ride for bridge patrons. The bridge, which remains open to vehicular traffic during the day, shuts down at 7 p.m. every night for construction, and then reopens at 5:30 a.m. before the morning rush. The Big Lift includes replacement of the road deck, floor beams, stiffening trusses and suspender ropes on the suspended spans

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Photos: HHB/Dale Wilson Photoography

The Macdonald Bridge shuts down at 7 p.m. each night. Old pieces of the bridge deck are cut out and lowered to a waiting barge. New segments are then put in place using a massive crane. The bridge then reopens to traffic the following morning at 5:30 a.m.

(2,500 ft. of the overall 4,418 ft. length). Once complete, much of the bridge infrastructure will be new, leaving only the towers, main cables and anchors on the suspended spans as original.

THE PROCESS Starting near the Dartmouth shore then working across the main span between the two towers, the bridge deck panels over the water were replaced overnight in 20-m lengths. The segments being replaced over land on the Halifax side are more complicated and require the use of a massive crane (these panels are only 10 m in length). As of September 19th, 30 of the 46 segments had been

replaced. According to communications manager Alison Macdonald of Halifax-Dartmouth Bridge Commission, all deck segments will be replaced and the bike lane is on target to be finished by the end of this year. As you might imagine, a job like this requires the coordination of efforts from several different teams in order to run smoothly night after night (see Team sidebar on page 32). The bridge deck panels that were replaced over water required a lifting gantry to be positioned on the suspender ropes, and then the existing panel was lowered to a barge in the harbour. A new panel was then lifted into position in the same manner. One deck on-sitemag.com / 29

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MACDONALD BRIDGE

Segment of the new bridge deck ready to be lifted into place.

HISTORY OF THE MACDONALD BRIDGE On April 2, 1955, the Angus L. Macdonald Bridge opened and the communities of Halifax and Dartmouth were united for the first time with an efficient transportation link that provided 24 hour/7 days a week access across the Halifax Harbour. The Macdonald Bridge was named after former Nova Scotia Premier Angus Lewis MacDonald. He served as the Liberal premier of Nova Scotia from 1933 to 1940 when he became the federal minister of defense for naval services. He oversaw the creation of an effective Canadian navy and Allied convoy service during World War II. After the war, he returned to Nova Scotia to become premier again and he died in office in 1954. The MacDonald Bridge was converted from a two lane to a three lane structure with a pedestrian walkway and bicycle lane in 1999. There are approximately 48,000 crossing on the MacDonald Bridge on an average workday. The bridge has a reversible centre lane. In the morning there are two lanes to Halifax. At noon it switches and there are two lanes to Dartmouth and one to Halifax.

c Brid The Lio t: panel was replaced to th ge is th ns Gate eM e sis every three or four desi acdonald ter brid g ge ned Brid working nights in H b is wo alifax H y P.L. P ge, also the beginning, but a a r engi king wit rbour B rtly. neer ridge h th since April, the Taylo ing firm e same , b r crew has increased Lion , as was Bucklan ridge s Ga from 35 ironworkers te B used on d and deca ridge ab the to 70, and two deck de a out a go. panels are able to be replaced at a time. Pieter Webbink from Eagle Beach Contractors Ltd., (the firm catching the pieces of the old bridge deck as they are lowered onto a waiting barge) explained to On-Site back in June, that a lot of the initial delays were related to learning curve. “The first deck segment took 62.5 hours to replace, but the average is now down to about 15 hours.” Over the coming months the bridge height will be adjusted to increase shipping clearance by 2.1 metres. And, in 2017 there will be paving and work on the expansion joints as well. A final, separate project will see a dehumidification system put in place to extend the life of the main cable stays.

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MACDONALD BRIDGE During construction, a 24-hour day shuttle service is being provided. It consists of three 17-passenger buses with bike trailers attached. Each bike trailer can accommodate 12 bikes. The service is free for users.

CROSSING DURING CONSTRUCTION

The Macdonald Bridge is a critical piece of infrastructure in Halifax, and closing it to traffic for an extended period of time was not feasible. The city, and emergency services, would not be able to handle Corinne Lynds is editor of On-Site. Send comments to the congestion caused by having only one bridge. With this in mind, editor@on-sitemag.com. the construction and engineering firms devised a schedule that means the work is mostly completed overnight, and the bridge is open to the public during the day. THE TEAM The bridge is closed six nights per week (SunHalifax Harbour Bridges are working with a strong team of professionals with extensive day through Friday) from 7 p.m. until 5:30 experience. The general contractor was selected in June 2014. The successful bidder a.m. And in the 18 months that the project is expected to take, there will be approximately 12 full weekend closures. While the bridge has remained open to traffic during construction, the bike lane and sidewalk were removed prior to the first panel being replaced primarily for safety reasons. The new deck is much lighter than the original deck. To carry out the project the weight on the existing bridge deck must be reduced to account for construction equipment and temporary connections at the construction face.

was American Bridge Canada Company. Area Business General Contractor

American Bridge Canada Company

Structural Engineers

Buckland and Taylor Harbourside Engineering

Mechanical and Electrical Engineers

M&R Engineering

Deck segment fabrication

Cherubini Metal Works

Wind Testing

RWDI Air

Independent Check Engineers

Ammam & Whitney

Regulatory

Singelton and Associates

Water Pipe Design

CBCL

Sound Study

RWDI Air

TIMELINE Tender issue – January 2014 Tender close – April 2014 Award – June 2014 Fabrication – 2014 – 2015 Preparatory work – continuous overnight bridge closures begin

March 1 – Sunday to Thursday (five nights a week),

7:00pm – 5:30am Sidewalk and bike lane removed. Continuous shuttle service

Safety Compliance Made Easy!

YOW Canada offers training for Working at Heights in Ontario. The April 1st deadline is coming soon. Are you ready? Visit our website and book your training today! Other courses include WHMIS 2015, Transportation of Dangerous Goods, and many more! www.yowcanada.com

begins – June 29 2015 Deck segment installation – Fall 2015

1.866.688.2845

(Originally end of August 2015) Replacement of two segments a weekend April 2016 Raise the bridge profile – August (final in December) Final welding between new deck segments

(transverse deck welding) – August and September Modifications to gantry – September Finish paving Dartmouth side span and the main

span – September Begin replacing final 16 segments – early October Complete deck segment replacement – end of December Open the bike lane and sidewalk throughout the day – end of

December 2016 Project completion – Fall 2017

info@yowcanada.com

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TOUGH WINTER NIGHTS: MEET YOUR MATCH. We know the terrain on your job sites can be unforgiving. But you’ll ride easier knowing your R30 series wheel loader was designed with a unique centre-type joint. It allows for 8º of frame oscillation and 40º of articulation in either direction. And to counter act wheel slip, we built in a differential lock switch to engage both front and rear wheels. Did we say unforgiving? We meant piece of cake.

kubota.ca |

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T:8.125 in S:7 in

S:10 in

MackTrucks.com/Construction

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T:10.75 in

Check another item off your list. Because when Mack’s on the job, you know it’s handled. Our trucks, which come fully equipped with mDRIVE™ HD with creeper gears and multi-speed reverse, are the most versatile tools on any jobsite—and the most dependable. Combine them with service and support from our 24/7 Uptime Center, and you’ve got everything you need to make your next move.

B:11 in

S:10 in

MOVING FROM MANUAL AND OTHER

DESIGN TRENDS

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VOCATIONAL TRUCKS

Younger operators, and demand for greater efficiencies drives vocational truck design BY NATE HENDLEY

What have been the biggest design trends in vocational trucks in recent years?

ohn Felder, product marketing manager for Volvo Trucks, headquartered in Greensboro, N.C., offers a few suggestions. Felder cites new engine exhaust emission devices, growth in telematics, safety system improvements, a movement towards LED lighting and automated manual transmissions (AMTs). Of these trends, the growing popularity of AMTs is arguably the most far-reaching. “The biggest change in vocational truck design is the embrace of non-manual transmissions … non-manual transmissions have more than quadrupled in vocational Peterbilts since 2011,” states Charlie Cook, vocational product manager at Peterbilt Motors Company, based in Denton, Texas. on-sitemag.com / 35

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VOCATIONAL TRUCKS

“The driver workforce is an aging pool. As younger, less experienced drivers are entering the workforce, the growth of AMTs and automatic transmissions increases…” Peterbilt offers PACCAR MX-13 and MX-11 engines that improve fuel economy.

More than half (54 per cent) of 2016 Peterbilt trucks were made with automatic or automated manual transmissions, notes Cook. “AMTs continue to grow in popularity, thanks to the numerous benefits they deliver in terms of productivity, safety and performance for the customer,” echoes Tim Wrinkle, construction product manager for Mack Trucks based in Greensboro, N.C. “Mack just introduced our mDRIVE HD AMT in 2015, and we’re already seeing penetration of about 20 per cent in our Mack Granite model. With the addition of our mDRIVE HD 13- and 14-speed models with creeper gears, we continue to see that percentage grow. The Mack mDRIVE HD 13-speed is now standard in Mack Granite models,” continues Wrinkle. The move from manual “is clearly a trend and the Volvo I-Shift automated manual transmission is being demanded by many of our customers … automated manual transmissions are gaining market share,” states Felder. “The transmission is a key component and very dependent on the vocational application. Volvo recently introduced

crawler gears for the I-Shift transmission, extending the transmission’s capabilities and making automated manual transmissions available to additional vocational applications.” Demographics plays a major part in the trend towards automated manual transmissions. It’s easier to train new drivers—who aren’t typically keen on using manual transmissions—with AMTs. “The driver workforce is an aging pool. As younger, less experienced drivers are entering the workforce, the growth of AMTs and automatic transmissions increases. Fleet managers are supportive of non-manual transmissions with the recent improvements in dependability and durability … fleet and owner-operator customers alike have moved toward automatic and automated manual transmissions to improve driver recruitment,” says Cook. Mary Aufdemberg, director of product marketing for Freightliner Trucks, a division of Daimler Trucks North America, headquartered in Portland, Ore., offers a slightly contrary view. “While the transition to automated transmissions is a growing trend in vocational trucks for a number of reasons, the biggest trend in vocational truck design are elements that improve the real cost of ownership, such as ease of up-fit and serviceability, enhanced driver productivity and the engineering of increased levels of quality into the truck, which translates into greater reliability and durability,” states Aufdemberg. Customers are requesting vocational trucks that are more appealing and productive for drivers. “Truck manufacturers like Freightliner are responding by designing the truck to be more conducive to the needs of the driver,” adds Aufdemberg.

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OnSite_

220,000 lbs. No sweat.

Introducing the new I-Shift with Crawler Gears, featuring one of the industryâ€™s highest weight capacities.* It delivers the low speeds and control required for outstanding steep-grade startability. And it still comes standard with the safety and fuel efficiency drivers expect from I-Shift. So now you can move your extreme load without breaking a sweat. See the new standard in powertrains: DoWork.VolvoTrucks.ca * Requires component compatibility approval.

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Volvo Trucks. Driving Progress

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VOCATIONAL TRUCKS

“Vocational fleets are emphasizing decreasing weight and increasing payload to become more productive…”

SAFETY FIRST As far as Cook is concerned, AMTs go a long way in addressing the needs of the driver. “Contractors are pushing for more comfort and safety in today’s vocational applications. Automatic and automated manual transmissions provide increased comfort, as well as interior amenities,” he states. Despite her views, Aufdemberg agrees that recent vocational truck design changes have been largely centered on high-tech features. “From the powertrain to safety systems to telematics, electronics are dominating all aspects of truck design,” she states. In addition to driver comfort and ease, design changes to vocational trucks reflect more awareness of driver safety. Safety features such as adaptive cruise control, telematics/camera systems, collision avoidance systems, tire pressure management, etc., are becoming more common. According to Cook, Peterbilt was the first in the industry to offer air disc brakes on vocational trucks. Along the way, Peterbilt added other safety features such as collision avoidance and tire pressure management. “Peterbilt recently introduced the Bendix Wingman Fusion system for the Model 567, which is an advanced driver assistance safety system that includes lane departure warning, enhanced collision mitigation and in-lane object recognition,” states Cook. Peterbilt also offers SmartLINQ technology, which “complements fleet management operations with real-time notifications of a vehicle’s onboard diagnostics system service event. The technology assists with maximized uptime, on-time deliveries, streamlined service management and truck performance,” he adds. “In terms of safety features, roll stability systems and disc brakes are features that are gaining in popularity. Camera systems are used regularly in our cabover TerraPro and LR models as well,” says Wrinkle.

The Mack mDRIVE HD 13-speed is now standard in Granite models.

Mack’s integrated telematics solution, GuardDog Connect, comes standard “on our Mack Pinnacle, Granite, TerraPro concrete pumper and Titan by Mack models. GuardDog Connect allows us to monitor vehicle data in real-time and identify potential issues before they lead to unplanned downtime. If an issue is detected, GuardDog Connect notifies our Mack OneCall agents, a customer’s designated decision-maker and the closest dealer. Parts and service bay availability are also confirmed automatically, all while the truck is still on the road,” adds Wrinkle. Freightliner is also on the cutting-edge when it comes to dealing with safety issues and vehicle maintenance. “All Freightliner vocational trucks are equipped with a Detroit engine feature Detroit Connect Virtual Technician remote diagnostic service. The core functionality of Virtual Technician is valuable for fleets of all applications. Its ability to categorize engine and aftertreatment faults help to avoid unnecessary visits to a shop, ensuring the truck continues working at the job site, or deliveries can be made on time,” explains Aufdemberg. Should a serious issue arise, the diagnostic service alerts the

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fleet right away, so a decision can be made quickly where to take the vehicle in question to get repaired, she adds. Such elaborate onboard systems are popular with new drivers, “many of whom are demanding increased connectivity in their vehicles,” notes Felder. Vocational trucks aren’t generally designed to make long journeys. That said, there is a definite trend towards improving engines and reducing weight to enhance fuel economy. “Vocational fleets are emphasizing decreasing weight and increasing payload to become more productive. Vocational fleets are also interested in the latest technologies and that may include changing specs as a way to reduce weight. The newer engines are more efficient so vocational fleets don’t necessarily need to compromise on horsepower,” says Aufdemberg. While fuel economy may be an issue in some cases, “most [vocational trucks] do not travel great distances. The predominant fuel use is during vocational operation and idling. The primary function of a vocational truck is to perform a task, which means engines are sized to the vocation. For customers seeking a smaller-displacement engine, Volvo offers the 11-liter D11 with up to 425 horsepower,” adds Felder. “Peterbilt’s vocational customers are moving toward the lighter, more efficient engines,” states Cook. He says Peterbilt offers proprietary PACCAR MX-13 and MX-11 engines that “optimize performance and improve fuel economy while achieving EPA emission requirements. YTD 2016, nearly half of Peterbilt trucks have been spec’d with a proprietary engine option.” As for Mack Trucks: “the 11-liter Mack MP7 engine is very popular with vocational customers and has been well received in the vocational segment,” notes Wrinkle. Vehicle 2 Vehicle (V2V) communication is another popular concept in truck circles. V2V systems allow trucks to automatically share operational data with fleet vehicles traveling nearby.

TALKING TRUCKS V2V systems “are not common yet, but we are exploring the benefits customers might gain with this type of technology,” states Wrinkle. Aufdemberg says much the same, noting Daimler Trucks is investigating the use of V2V technology as the industry tries to develop standards for such communication. The ideal V2V scenario—which might come soon—would involve vocational trucks ‘talking’ to each other on jobsites with an eye to boosting productivity. A mixer could offer instant updates on the progress of a job, say, laying a concrete foundation and notify nearby dump trucks when additional supplies were required. The addition of space-age features isn’t the only design trend in vocational trucks.

DURO-LAST

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LOW-TECH Asked about ‘low-tech’ design trends, Felder says, “disc brakes are being requested at a higher percentage in vocational models. Twin on-sitemag.com / 39 OnSite_DuroLast_Oct.indd 1

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VOCATIONAL TRUCKS Volvo I-Shift makes automated manual transmissions available to more vocational applications.

“Canadian customers are impacted by different weight laws and climate, which drive different specs, but the technologies used are the same.”

★

steer is also becoming more prevalent in North America.” As for the northern part of the continent, vocational truck makers sometimes receive specialized design requests from Canadian customers. “Our neighbours in the north have different requirements for some vocations. The differences typically are heavier operational loads,” states Felder. “Peterbilt is sensitive to Canadian requirements. To best serve these customers, we offer a variety of axle placements to meet weight law requirements,” says Cook. “Our Canadian customers are impacted by different weight laws and climate, which drive different specs but the technologies used are the same,” observes Wrinkle. Industry experts were asked what forces are pushing design trends in vocational trucks. “These trends are being driven in part by legislative requirements and a continuing shortage of drivers,” says Felder. Key forces influencing design trends include “new drivers, safety concerns, regulations and an increase in data-savvy customers,” add Wrinkle. For his part, Cook cites “fuel economy” as “one of the primary driving forces in the trucking industry.” As for future design trends, expect a continued emphasis on V2V communication, telematics, lighter, better engines and especially, automated manual transmissions, to accommodate young drivers, increase productivity, save costs and satisfy government regulators. “Additional technologies will better connect drivers, fleet managers and customers, and will drive the biggest efficiencies as we look forward,” concludes Wrinkle.

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REAL ROAD WARRIORS. SINCE 1842.

Our deep, rich history has led us to develop an array of simple, innovative, class-leading features. It’s the reason we created the best support programs in the industry. It’s why our equipment has built and maintained thousands of miles of roadway across North America. Learn more at CaseCE.com/Roads

SINCE 1842

©2016 CNH Industrial America LLC. All rights reserved. CASE is a trademark registered in the United States and many other countries, owned by or licensed to CNH Industrial N.V., its subsidiaries or affiliates.

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4 3:07 PM

COMPACT EQUIPMENT

Whatâ€™s

NEW?

On-Site polled the industryâ€™s leading equipment manufacturers to find out which compact machines are attracting the most attention BY CORINNE LYNDS Contractors who understand the value and versatility of compact machines, have a lot to be excited about. Power, versatility and fuel efficiency continue to be key features. But comfort, ease of use and equipment that requires less maintenance, are also turning heads. We asked the manufacturers which machines contractors liked best, and why? This is what they came up with: HEADS-UP The Cat 299D2 compact track loader builds on the engineering advances of its D Series predecessors. Now standard on this model is the Caterpillar heads-up Advanced Display and engine-compartment sealing system for enhanced airflow debris control. In addition to providing a theft deterrent system, the Advanced Display accommodates up to 50 operator security codes that allow each operator to adjust the machine to suit individual operating preferences. A full-colour, 5-inch LCD monitor enables on-screen adjustment of implement response, hydrostatic drive response, creep control speed, ride control activation speed, language preference and gauge layout selection. What contractors like: Ability to easily adjust machine to their operating preferences. www.cat.com

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COMPACT EQUIPMENT COMFORT IS KEY The Manitou MT 625 compact telescopic handler can pick and carry up to 5,500 lbs. and lift up to 19 ft. 2 in. with a maximum reach of 11 ft. 1 in. The machine has full-time four-wheel drive with a two-speed hydrostatic transmission and 74 hp Kubota Tier 4 Final diesel engine. The operator’s cabin is full sized, while the machine has an overall width of 5 ft. 11 in., an overall height of 6 ft. 4 in. and a vehicle weight of 10,582 lbs. The MT 625 is offered as a fully enclosed cab or semi-enclosed cab providing options for those looking to rent this machine or place it in their construction equipment line-up. The fully enclosed cab, includes heat and defrost, with optional air conditioning, and the driver’s left side window fully opens for extra ventilation and visibility. The semi-enclosed cab is designed with front and rear windows, with an open left side for improved accessibility. What contractors like: Full-sized cabin and improved visibility. www.manitou.com

POWERFUL BREAKOUT AND TEAROUT The Volvo EC35D compact excavator boasts a newly designed hydraulic system that reduces horsepower from 36 to 24 while increasing breakout and tearout forces, so contractors get more performance while saving on fuel. The patented Volvo hydraulic filter ensures oil is filtered — whether just topping up or changing oil. During operation, return oil from pumps and motors is filtered. The filter housing is clear for easy visibility to oil levels or contamination. An early warning system gives insight to additional maintenance/repairs required. The attachment coupler, which is available in mechanical or fully hydraulic, allows the operator to easily and quickly change buckets without leaving the cab. The engine/hydraulics combination and Volvo-unique ECO mode partner to deliver a 10-per-cent fuel savings. A best-in-class cab offers operators 20 per cent more cab space than previous models. Large doors and small window pillars combine for all-around visibility. What contractors like: The attachment coupler allows operators to easily change buckets without leaving the cab. www.volvoce.com

SMALL, BUT MIGHTY The all-terrain Gehl RT210 GEN:3 track loader can lift and load 2,100 lbs., reaching heights up to 128 in. The dedicated, welded chassis aids in weight distribution, which enhances stability, grading, tractive effort, and ride control. The RT210 GEN:3 features the all-new patented fold-up door design. This door provides cab-to-canopy versatility by allowing the machine to run with the door open or closed, all while maintaining low clearance and a Level II FOPS certification. The RT Track Loader line also features IDEALTRAX, an automatic track tensioning system where the tracks are automatically tensioned when the engine is started for operation with tension then released when the engine is shut off. This eliminates weekly maintenance tension checks and increases the overall track lifespan as the sprockets and bearings ensure the proper tension during operation. What contractors like: Less maintenance and increased track lifespan. www.gehl.com

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OnSite_S

TS 420

TS 420 & TS 500i STIHL Cutquik ® The STIHL TS 420 is a light and convenient 3.2 kW cut-off saw with a 350 mm cutting wheel for use on all types of jobs. The innovative long-life air filter system with cyclone air routing ensures an extremely long filter service life and increases service intervals. Low vibration levels makes working with this model less strenuous. The TS 500i is equipped with STIHL’s fuel injection technology which provides a simplified starting procedure - no choke, just purge and pull. It combines precision, efficiency and userfriendliness with cutting-edge technology. The X2 lowmaintenance air filtration system allows filters to enjoy a long service life and ensures effective engine protection. Its electronic water control remembers the last setting used - water flow adjusts easily while in operation and no water at idle. So you can focus on what matters most - your work.

TS 500i

Displacement Power Output Weight* Max. Wheel Size SIze Max. Cutting Depth

66.7 cc 3.2 kW 9.6 kg / 21.2 lb 14” / 350 mm 4.9” / 125 mm

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72.2 cc 3.9 kW 10.2 kg / 22.5 lb 14” / 350 mm 4.9” / 125 mm

* Without fuel and cutting wheel.

FREE

DIAMON

WH E E L WITH TH E PUD RCHASE OF A STIH ® L CUTQUIK SAW

¥ Receive a STIHL B10 purchase of a TS 410 -12” diamond wheel valued at $109.99 at $145.15 with the or TS 480i, a STIHL B10-14”diamond with the purchase of a TS 420 wheel valued B10-16” diamond whe , el valued at $181.49 TS 500i or TS 700, and a STIHL with the purchase of The TSA 230 is exclude a TS 800. d from this promotio n.

QUALITY AT WORK FOR 90 YEARS. For a remarkable 90 years, STIHL has been a world market leader and innovator in outdoor power equipment. German engineered products featuring the latest pioneering technologies make STIHL the preferred choice for professionals, by consistently providing uncompromising quality. STIHL products are only available at independent STIHL Dealers who provide personal advice and expert service. Thank you for the continuous support and for making STIHL the brand you can trust.

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COMPACT EQUIPMENT

PERFECT FOR CONFINED SPACE APPLICATIONS Takeuchi’s TB210R compact excavator features a minimal tail swing design. Couple that with a retractable undercarriage, a backfill blade that can go from 40.2-in. wide down to 29.5-in. wide, as well as a new foldable ROPS/TOPS canopy that reduces the machines overall height, and you have a machine that works in some of the most confined applications. Upgrades to the TB210R include pilot-operated joystick controls with ISO/SAE control pattern change valve, selector valve, and pilot accumulator. Pilot controls deliver excellent fine control and responsiveness for greater productivity and reduced operator fatigue. A Kubota D722-E4B three-cylinder engine powers the TB210R and delivers nearly 22-per-cent more horsepower than its predecessor the TB108. What contractors like: Minimal tail swing and more power. www.takeuchi-us.com.

SMOOTH OPERATOR The 9A series of Tier 4 Final-compliant compact hydraulic excavators from Hyundai Construction Equipment Americas includes six models of high-performance, productive, powerful machines that are fast, smooth and easy to control. The boom swing function on the 9A series compact excavators is designed for efficient work in congested areas. The boom can swing 75 degrees to the left and 50 degrees to the right. Three models – including the popular 4-ton R35Z-9A – feature zero-tail swing, which enables operators to work productively and safely near buildings, in single lanes on roadways or in other confined settings. What contractors like: Ability to work safely in singlelane roadways. www.hceamericas.com

MANEUVERABILITY, VERSATILITY AND PERFORMANCE CASE Construction Equipment’s F-Series compact wheel loaders provide improved maneuverability, versatility and performance. These loaders feature CASE’s proven maintenance-free Tier 4 Final particulate matter catalyst solution, and offer a more compact design while simultaneously increasing breakout force and lift capacity. The new 21F is rated at 58 hp, the 121F is rated at 64 hp, while the 221F and 321F are both rated at 74 hp. The F Series models also feature increased attachment compatibility, new pilot controls for boom and bucket functions, and added cab comfort features to improve machine performance and reduce operator fatigue. What contractors like: Increased breakout force and lift capacity. www.casece.com

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OnSite_

Boost your profit potential with the industryâ€™s largest vertical-lift compact track loader. With impressive operating capacity, increased lift height and greater balance, the all-new Takeuchi TL12V2 has all the right features to be in constant demand. Massive lift cylinders provide excellent load and carry capabilities, and a longer undercarriage adds stability. Find out why itâ€™s one of the most powerful and responsive compact track loaders on the rental market today. Learn more at takeuchi-us.com.

Takeuchi Fleet Management (TFM)* is a remote monitoring system that keeps track of location, hours, alerts, and more to help you prevent costly repair calls, better manage your fleet and lower your overall operating costs. *Available on most models.

FIND OUT WHAT OTHERS KNOW. VISIT TAKEUCHI-US.COM TO FIND THE DEALER NEAREST YOU.

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COMPACT EQUIPMENT

SAVE TIME AND MAINTENANCE COSTS The JCB 8018 contractor specification model provides contractors with a compact excavator specifically designed to work on busy urban job sites. Key features include: 500-hour extended greasing intervals, electrical proportional auxiliaries, LED work lights with additional guarding, additional counterweight protection, hand-held tool circuit, and street-pad dozer blade protection. All excavator arm and undercarriage bushes are equipped with graphite-impregnated bushes, delivering 500-hour greasing intervals to save time and maintenance costs. For increased safety on site, powerful LED work lights are now fitted to the front of the machine and to the boom, with additional protective guards to prevent damage. The auxiliaries have been updated to an electrical operation. What contractors like: Powerful LED work lights for night jobs. www.jcb.com

EXTRA REACH A popular model in the 3 to 4-ton class, is the 33.5-hp E32 from Bobcat. The Tier-4-compliant compact excavator features a non-DPF engine solution, first-class operator comfort and ample dig depth and reach. Offering conventional tail-swing, this machine performs well in tight spaces and under high-load conditions. It has an operating capacity of 2,537 lbs. The optional extendable arm feature provides contractors up to an additional 30 in. of reach at full extension (compared to standard arms). What contractors like: The extendable arm allows operators to reach farther with less repositioning. www.bobcat.com

BRING IN THE MUSCLE Contractors now expect even more power, productivity and uptime on the job with John Deere large-frame G-Series skid steers (330G, 332G) and compact track loaders (331G, 333G). The large frames serve up substantially greater boom and bucket breakout forces. They have horsepower that is comparable to a small backhoe or crawler, and work comfortably in tight quarters. Increased rated operating capacities of up to 3,700 lbs. give these models the muscle needed to master heavy loads, coupled with 40 per cent more breakout force, to make lifting heavy loads easier. Increased auxiliary hydraulic flow and power on the large frames gives operators a broader range of attachments for a wide variety of work. What contractors like: Horsepower that is comparable to a small backhoe or crawler. www.johndeere.com

Corinne Lynds is editor of On-Site. Send comments to editor@on-sitemag.com.

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No stone unturned Featuring the industry’s only 5-year warranty, Wacker Neuson’s excavators are performance-ready today and tomorrow, no matter what turns up. They’re rugged, reliable and keep on digging with best-in-class breakout force for the toughest conditions. We’ve also incorporated technology for deeper digging along vertical walls and optimal bucket rotation to keep the load secure before dumping. And, because you work long hours, we designed our excavators with comfortable cabs and simple, intuitive operation. So, whether you’re working with dirt, stone or anything in between, Wacker Neuson has your excavation needs covered. See your dealer for all these and more details. www.wackerneuson.com

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Software By Jacob Stoller

The cloud – A practical view The evolution of cloud computing has transformed the choices that are available in IT. It is also changing what IT people do.

ot long ago, the most common IT job description was network administrator. The work involved a lot of repetitive tasks: update user profiles, manage email capacity and security, apply Microsoft Office patches, stage new PCs; and of course, deal with the multitude of problems that crop up on a corporate network. Today, network administrators are few and far between. The typical company might use online Office 365 for desktop computing, hosted Gmail for email, and the online service Salesforce.com for customer account management, leaving insufficient work to justify an internal person.

WHO TO CALL FOR HELP? The bad news is that end users having problems with IT may have no internal person to turn to for answers. The gray area around the network administrator’s role had many aspects. If somebody struggled with computers, kept forgetting passwords, or picked up a virus from a questionable website, the network administrator got the call. Often the fix involved coaching somebody through a problem. This gap affects everyday users and business owners. A common complaint among end users, for example, is that the cloud can seemingly cause things to disappear. “If there is an auto update of an application while you are working, you could lose the file,” says Michael O’Neil, president of Toronto-based InsightaaS, a research firm specializing in cloud computing issues. “That file is somewhere, of course. But if you no longer have a network administrator to find it for you, you might be out of luck.” However, the issue is more complex than a lack of handholding. Cloud computing has changed how business owners plan, acquire, and deploy IT capabilities.

“Cloud computing allows you to automate functions that you maybe couldn’t automate in the past, for example, linking your email to your online CRM system to your web-based lead capture system so you can issue customized quotes,” says O’Neil. “However, that’s going to require some integration, and this can be a little bit more complicated because the data lives wherever it lives. There are mechanisms for connecting cloud applications, but they’re not that easy to use.” Consequently, many are turning to cloud brokers or cloud integrators, who are able to manage suites of cloud applications. According to O’Neil, it makes sense to redeploy money saved from dispensing with on-premise IT infrastructure towards this kind of service. “Moving to a cloud-based administrative application saves you money, assuming you have a desire to spend those savings wisely,” says O’Neil. “These integration tasks aren’t impossible for somebody who knows what they’re doing, and the price of acquiring such services isn’t exorbitant.” Quartet Service, a Toronto-based IT provider originally built on providing nuts and bolts services, has seen its business transformed by this trend. “Our business has changed like crazy,” says president Rob Bracey. “The integration part of our business is growing like there’s no tomorrow, and I think there are a couple of drivers to that. First of all, there’s so much more that IT can do than it used to be able to do. And tying all the loose ends together is more important than it has ever been.” Integration, however, may only be the starting point. “We’re finding that the problem with cloud apps is not only tying them together, but ensuring they’re used in the organization,” explains Bracey. “So even with a well-integrated suite of cloud

services, you need somebody to help evolve the culture of the organization to adopt the cloud services.” Cloud services can be divided into two categories – the public cloud, which is home to mass-marketed cloud services, such as Office 365 and Google Apps; and private cloud, consisting of hosting services from vendors who provide a higher degree of application management, and a suite of consulting services related to the human aspects.

A BIT OF BOTH The emerging standard practice is to combine the two. “Certainly in our approach, we have taken some of the more mundane requirements of our clients and put them into the public cloud, and some of the more mission-critical things and done them in our own cloud,” says Bracey. A positive development, according to O’Neil, is that this separation makes it easier for buyers to understand what they are getting for their money. “In the old days of on-premises systems, you would hire a contractor to manage your systems, and you’d pay them a monthly retainer basically to patch vulnerabilities and fix outages...” says O’Neil. “Now, that’s reflected in your monthly cost for the software. So the cloud broker fee tends to be a little bit lighter and a little bit more transparent. You’re paying for delivery of a specific capability.” In general, the cloud provides an economical business model for acquiring significant IT capabilities. The big question is whether organizations are ready for these capabilities.

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

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RISK By David Bowcott

Creating design risk awareness

have spent a lot of time mining and threw the risk over to developing data recently. It seems the design consultant the insurance sector has the richest with little prequalifirepository of failure data in the world, cation on the design and given the growing demand for failure consultant and little data quants, I had no choice but to get inmonitoring of the volved. Thus, I’ve been mining the claims design consultant’s information from all policies related to progress. Had the construction and asset management, looking to organize Based on the design failure it in a manner that identifies the most common and data that I’ve observed, a impactful risks. It has been a viable solution to preventing or lot of fun – so far. So, what have I discovmitigating this risk is simply the ered? Well, I can’t share act of creating more awareness of everything, but I can tell you one of the most common and the risk itself. impactful risks facing the construction sector is design failure. Design failure is a owner and/or contractor been more keenly leading cause of insurance claims aware that one of them (or both of them) and shows no sign of slowing. I’m ultimately owned the risk, they would have sure this isn’t a big surprise for most, but been better prepared to manage it. to actually see the root cause of design So how does one create more design failures is very enlightening. A granular failure risk awareness on their projects? understanding of these failures provides There are a number of ways to do this, but deeper insight into true root cause, and two common ways are: through this deeper insight, one might find Creating Awareness Contractually – tangible solutions to prevent and mitigate More and more contracts are being develthis very significant construction risk. oped that share design risk – for instance, Based on the design failure data that take a look at some of the integrated I’ve observed, a viable solution to preventproject delivery (IPD) contract wordings in ing or mitigating this risk is simply the the market, and you will see an attempt act of creating more awareness. Much of to create a framework that has all parties the root cause of design failure is related focus on each other’s risks in order to drive to key stakeholders not taking a greater the project to a successful conclusion. responsibility for this risk. When design Creating Awareness Through Insurfailure occurs, it is often on projects where ance Design – New insurance solutions the owner and/or the contractor simply

are being designed that have the contractor share in the risk of design failure – thus creating “skin in the game,” and that drives awareness. There are some concepts out there that allow owners to share in the design risk as well, thus driving even greater awareness. Far too often contractors rely on contractual responsibility for risk, and, once transferred, we feel our responsibility to manage the transferred risk has disappeared. This is a fatal error. The firms that have the best track records of managing design risks are often the ones that are most keenly aware. They demand the design firm be capable of managing design failure risk, then ensure they have the necessary resources to manage potential failure, and, perhaps most importantly, they monitor the progress of design, ready to implement solutions in the event design failure risk starts to manifest on their project. The best firms are risk aware, and risk aware means they imagine they own risk in spite of the risk being contractually transferred to another.

David Bowcott is senior vice-president and national director of Large/Strategic Accounts at AON Reed Stenhouse Inc. Send comments to editor@on-sitemag.com. on-sitemag.com / 53

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CONTRACTORS & THE LAW By: John Pratt & Kristen Withers

Provide notice of intention to bring a claim

any construction contracts indelivered by Cressey met the contractual clude a provision requiring parrequirement to provide notice within a ties to the contract to provide reasonable time, the Court held that the reasonable notice of potential most important issue was the substance of claims they might bring for delays, defects the notice given, as opposed to its form. On in the work or other damages. These provithat point, the Court made note of the fact sions often include time limits for giving that there had been a great deal of communotice, and may also include substantive nication between Centura and Cressey about requirements as to the form that the notice the delays and the resulting costs incurred must take. Failure to meet contractual by Cressey, prior to delivery of formal notice. notice requirements may prevent a party Ultimately, however, the Court declined to from successfully bringing a claim in court make a final decision with respect to the to recover its loss. adequacy of the notice on a summary trial In the British Columbia case of Centura application. Building Systems Ltd. v. Cressey WhisUnlike in British Columbia, courts in tler Project, the contractor, Centura, brought an application for summary trial of a ...the most important issue was the counterclaim by the project substance of the notice given, as owner, Cressey, in respect of delays that Cressey claimed opposed to its form. Centura had caused. The contract at issue in Centura included a notice provision requiring any party claimOntario have expressed a greater reluctance ing damages under the contract to to disregard the importance of form in the provide written notice of its claim within a delivery of contractually required notice. In reasonable time after the damage was first the case of Technicore Underground Inc. v. observed. Toronto (City), the Ontario Court of Appeal Only months after Centura had was asked to reconsider the dismissal of a commenced work, the project fell behind multimillion-dollar claim against the City on schedule. Throughout the remainder of the basis that the contractor had failed to the project, the parties engaged in numergive notice of its claim as required by the ous discussions regarding the delay and contract. the consequent increasing costs allegedly The notice provision in the contract in being incurred by Cressey. Eventually, seven Technicore required that the contractor give months after the delay had been recognized notice of any claim as soon as reasonably by the parties and just before Centura had possible, and, in any case, no later than submitted its application for substantial 30 days after the work at issue had been performance, Cressey delivered notice of its completed. The notice itself was required intention to recover damages in relation to to identify the specific issue raised by the the delays. contractor and the grounds on which it was In considering whether or not the notice based, and was to provide all records in

support of the claim. The Court rejected the contractorâ€™s argument that previous communications with the City constituted constructive satisfaction of the substantive requirements of the notice provision and held that the notice provided by the contractor with respect to the majority of its claims failed to satisfactorily include these elements. Moreover, the Court found that a party does not have to show that it has suffered prejudice in order to rely on another partyâ€™s failure to adhere to a notice provision in contesting a claim brought by that party. Despite providing divergent opinions with respect to the importance of form, both Centura and Technicore demonstrate the expectation of courts that parties will comply with any contractual notice provisions when bringing a claim under a contract. Although the courts in British Columbia have proven more amenable to arguments for the acceptance of constructive notice, the risk of dismissal of a claim at an early stage militates in favour of strict adherence to the precise requirements of contractual notice provisions. In any event, in order to avoid the added expense and difficulty involved in demonstrating that sufficient notice has been given, parties with potential claims are wise to provide adverse parties with formal notice of their concerns; within the contractual time limits, and in the requisite form. John Pratt is an associate at BLG practicing in the areas of construction, insurance, tort and commercial litigation. Kristen Withers is an articled student at BLG. This column is provided for general information only and may not be relied upon as legal advice. Send comments to editor@on-sitemag.com.

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