APRIL 2019
ON THE PERIMETER
WINNIPEG’S CONCRETE SOLUTION
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IN THIS ISSUE: www.on-sitemag.com 24 Concrete news
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| 32 Pavers and curbers | 35 The 3D printing revolution
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PHOTO: MJMA AND PATKAU ARCHITECTS
CONCRETE NEWS
Wood construction renaissance may not be quite all it’s built up to be, report says WINNIPEG—Sustainability has taken on an increasingly important role in Canadian construction in recent years. The energy-intensive processes required to manufacture concrete and steel have, at least in part, propelled another age-old building material back to the fore. In numerous projects across the country, developers have turned to traditional lumber and innovative wood products, such as cross-laminated timber, to reduce a building’s impact on the environment while ensuring the design remains structurally sound. While many life cycle assessments (LCAs) show using wood can lower a building’s carbon emissions, a new study from the International Institute for Sustainable Development (IISD) finds these analyses often overlook several important factors in assessing the “cradle-to-grave” emissions of building materials. Most notably, the Winnipeg-based think tank said typical LCAs do not track or account for “biogenic” carbon – a category that includes carbon losses related to soil disturbances, imperfect reforestation efforts and the conversion of old-growth primary forests to less productive secondary forests.
A rendering of a new 14-storey mass timber and concrete hybrid tower planned for the University of Toronto campus.
The study, which was commissioned by the Cement Association of Canada, adds that these sources can account for up to 70 per cent of total lifecycle emissions and “challenge the prevailing assumption wood construction materials are less carbon intensive than steel or concrete and should be favoured.” About 30 per cent of all Canadian GHG emissions come from built environments. And while the IISD study argues that LCAs are the proper tool to employ when deciding what building materials to use, it says stakeholders across the country need to develop more robust standards to ensure all analyses are tracking consistent metrics. The study adds that policy makers should focus on building efficiency and longevity when working to decarbonize the built environment. “This study identifies serious gaps in the way we currently account for carbon
emissions from building materials, particularly emissions from forestry products,” said Jay Malcolm, a University of Toronto forestry professor and member of the study’s advisory committee. “We need to strengthen our metrics to make sure our strategies to reduce carbon from buildings hit their mark,” he added. Meanwhile, wood buildings continue to rise. Many builders and governments have already made up their minds about the material’s sustainability credentials. British Columbia, for instance, said last month it would amend its building code to allow construction of 12-storey wood towers, up from six previously. Premier John Horgan said the move is part of the province’s effort to “realize our low-carbon future.” The change gets a jump on similar changes to the national building code expected next year.
Sika to buy Ontario-based concrete maker King Packaged Materials OAKVILLE, Ont.—Sika AG is making a major move into the Canadian concrete market. The Switzerland-based chemical company and building materials supplier said March 7 that it has agreed to buy Oakville, Ont.’s King Packaged Materials Co. for an undisclosed price. The family-owned Ontario firm is currently part of KPM Industries Ltd. and has a workforce of about 180. It manufactures a range of concrete and related building products, including dry shotcrete, grouts and masonry mortars. With three production plants — one located in Brantford, Ont., another in Boisbriand, Que. in the Montreal suburbs and a final facility in Sudbury, Ont. — King serves mainly the construction and mining industries in the two provinces. While Sika will acquire the concrete production assets of
KPM, the company’s construction and fabricating divisions will remain under the KPM banner. Sika said the deal will significantly expand its presence and growth potential in Canada. “With the acquisition of King and its broad and highly complementary product offering we will further strengthen our presence in Canada and open up exciting new cross-selling opportunities,” Christoph Ganz, Sika’s regional manager for the Americas, said in a statement. He pointed to the home improvement, tunnelling and mining segments as three key areas Sika expects to see growth following the purchase. While the financial terms of the deal were not disclosed, Sika said King posts annual revenues of about $81 million. The acquisition is expected to close in the second quarter of this year.
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OnSite_
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On the Perimeter PAVING
Major Winnipeg project brings concrete solution to longstanding bottleneck BY DAVID KENNEDY
I
For years, the intersection of PTH 59 and PTH 101, commonly known as the Perimeter Highway, relied on a pair of traffic lights to smooth out a crossroads that never quite lined up. Drivers looping around Winnipeg’s ring road heading east, for instance, needed to come to a
complete stop, turn right, briefly drive south and then turn left, just to continue in the same direction. The antiquated set-up often slowed traffic to a crawl. Meanwhile, ever-increasing volume on the two roads, now totalling some 70,000 vehicles each day, only
PHOTO: NELSON RIVER
nfrastructure rarely ages gracefully. When there isn’t much elegance to the original design, 20 or 30 years can be particularly cruel. The junction of a pair of provincial trunk highways northeast of Winnipeg was just such a case.
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E
PAVING
PHOTO: LAFARGE
Y
worsened the bottleneck. “That’s one of the busiest intersections in the province,” says Diana Nicholson, a project manager with Nelson River Construction Inc. “There’s lot of heavy truck traffic on the Perimeter and the communities just outside the city have really grown, so there’s a lot of people commuting into the city.” In the warmer months, cottage traffic heading north along PTH 59, or Lagimodière Boulevard, only compounded the issue. Overhauling the juncture was a tall order, but armed with a budget of $204 million, the construction team was up to the task. After just over three years of construction, a modern interchange – that includes 11 bridges and incorporates more than 70,000 cubic metres of concrete – began a phased reopening last fall. That’s not to say there weren’t a long list of challenges along the way.
THE DREADED FULL STOP Like other aging pieces of infrastructure across the country, the major problem at PTH 59/101 required a major fix. “This interchange was kind of an anomaly,” Nicholson says. “The magni-
tude of this project was massive, relatively speaking, for Manitoba.” Plans for the new interchange would see the obstructive pair of traffic lights bulldozed and replaced with a slightly modified cloverleaf. With the full stops exchanged for a series of ramps, vehicles could keep moving in all directions.
THE PAVING PROJECT BY THE NUMBERS Concrete Pavement: 237,120 m² Asphalt Bridge Deck Overlay: 18,600 m² Asphalt Roadways: 55,950 m² Asphalt Shoulders: 56,800 m²
To add longevity to the interchange, the province also opted to pave with concrete as opposed to asphalt. “Manitoba typically uses concrete pavements in high traffic volume scenarios,” according to a provincial spokesperson. “Concrete was used at the PTH 59 and 101 interchange project as this interchange sees some of the highest traffic volumes in the province.” Flatiron Construction Canada Ltd. served as the general contractor for the
project, and subcontracted the paving portion of the job to Nelson River. The Manitoba builder was responsible for about 240,000 square metres of concrete roadway, plus numerous stretches of asphalt pavement on the road’s shoulders and certain bridge decks. Earth started moving in summer 2015, but with unaccommodating, wet weather through much of the first two construction seasons, crews laying the groundwork faced an uphill battle. “Manitoba has a very heavy kind of clay soil,” Nicholson says, adding that the mud work, which fell under Flatiron’s scope of work, was tough going with all the precipitation. The importance of the intersection to the overall Winnipeg-area road network also posed a major obstacle. “The biggest issues involved staging the concrete construction in a manner that allowed traffic to continuously move through the project site,” a provincial spokesperson acknowledges. “This meant construction was broken down into many small parts.” Throughout construction, crews were required to keep four lanes of PTH 59 and two lanes of PTH 101 open at all times. The stipulation was necessary to ensure commuters and truck traffic could still make their way in and around the city, but it created headaches for the roadbuilders. Before the initial demolition work could even begin, for instance, crews had to lay a significant amount of temporary pavement for an east-west detour. All told, the project involved some 15 separate phases and no shortage of traffic switches that confused and aggravated drivers.
A CONDENSED SCHEDULE Following the weather-related delays that hampered much of the prep work in the first two seasons, the majority of the concrete paving needed to be put on hold. “It was very compressed,” Nicholson says. ”We ended up having like two years on-sitemag.com / 29
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PHOTO: NELSON RIVER
PAVING
of concrete paving in one season.” Concrete and aggregates supplier LafargeHolcim stepped onto the project during its second year. The company transported concrete to the site during the 2016 and 2017 seasons from its readymix plant on Dawson Road, about 10 kilometres southwest of the interchange, but the concrete trucks weren’t exempt from the gridlock around the construction site. They often became tied up in traffic jams as concrete crews sat idle waiting to pour. This changed the following spring when an on-site batch plant came to the rescue. Lafarge moved an Axiom RMX200 to the job for the final season, substantially cutting round-trip times to keep up with the demanding schedule that had been tightened into 2018 by the earlier delays. “This not only allowed us to provide superior service to the project but also benefited the rest of our business by lowering the truck demand required for the pours due to the short turnaround to our on-site plant,” says Jason Ryz, sales manager for ready-mix concrete at LafargeHolcim in Winnipeg. “We were regularly supplying 1,000-cubic-metre pours or more daily, servicing the pours with 10 trucks on average.” In addition to the ready-mix for the paving and bridge decks, Lafarge’s Aggregates division supplied the project with 250,000 tonnes of road base, while its Precast unit built bridge girders. As supplies flooded onto the site throughout the 2018 construction season, Nelson River ran two concrete paving
crews of more than a dozen workers each to stay on schedule. A pair of base crews of similar sizes worked ahead, “desperately trying to keep ahead of the concrete guys,” Nicholson says. “Without those guys working their asses off,” there’s no way the road would have been finished on time, she adds.
NOT THE TYPICAL MANITOBA JOB Along with the large scale of the project, the interchange design, particularly when it came to pouring the concrete, was complex. Between non-standard lane widths and types of steel Nelson River wasn’t accustomed to using on other Manitoba Infrastructure projects, Nicholson says her team had its work cut out for it. “We weren’t able to just have a big open space where we were able to lay gravel and concrete very efficiently,” she says. “It was done in these funny shapes all over the place. We had to constantly move our pavers and change paver widths, which takes quite a lot of time.” To make up some of that lost time in the final year, the company rented a Gomaco GP3 to complement its other equipment. The machine made it easier to accommodate different widths and “made a difference” in finishing some of the smaller pieces, Nicholson says. As the days got shorter last fall and Winnipeg’s weather turned colder, the paving teams had to stay on the job when they’d normally have packed it in for the season. “Winnipeg’s climate, with its short
construction season, also proved challenging,” a provincial spokesperson says. “Long work hours and temperature control means… were used to increase production.” As the pavers rolled forward on particularly cold days, workers were sent back to cover freshly-poured concrete with insulating tarps designed to keep some of the heat in the concrete. This, while months earlier crews had been forced to add ice to the concrete during high-heat days because the tight schedule didn’t allow for any lost time. Lafarge was also forced to change up their mix due to the weather. Ryz points to a Winnipeg stipulation that requires no fly ash be used in concrete when the temperature drops below -5 C. When a chill set in, the concrete mixes contained “straight” concrete powder. In the end though, even the temperamental Winnipeg weather couldn’t keep the construction team, which numbered about 600 across all aspects of the project, from wrapping up the work. The interchange began reopening to traffic in stages in September – though some of the finer details remain on the docket for this spring. Nelson River, for instance, still has diamond grinding to do on about 80,000 square metres of concrete pavement, as well as some asphalt paving on certain smaller sections. As of last fall, Manitoba remained under budget on the project, having spent approximately $250 million on construction, plus land acquisition. It had set aside $275 million for the job initially. The province is also planning for the future. Currently, PTH 101 spans four lanes through the interchange, with two in each direction. The realignment put the infrastructure in place to expand it to six lanes when necessary. The nearly-complete interchange erases a one-time blot on the Perimeter, while the road’s concrete surface and enhanced design are expected to provide it with the durability to age a little more gracefully than the clunky intersection it replaced.
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OnSite_
Zero Turn for Mobility, A Fun New Spin for Pavers
info@gomaco.com ❘ www.gomaco.com Long, straight runs are nice. But many of you have curb and gutter projects with short runs, radii, and corners in parking lots or tight locations. GOMACO’s Xtreme curb and gutter machines have zero-turn capabilities for maneuverability. You’ll be able to place more curb than ever before and move your machine in ways you have never moved before. You’ll be able to pour a tight radius that you could only dream of before. GOMACO’s proprietary G+ controls makes your concrete paver smoother and easier to operate. So, if you want a Zero-Turn GOMACO Paver for your next paving season, you’d better call now. Our Canadian distributors and our corporate team always stand ready to serve and assist you. CONCRETE STREETS AND HIGHWAYS ❘ AIRPORT RUNWAYS ❘ CURB AND GUTTER ❘ SIDEWALKS RECREATIONAL TRAILS ❘ SAFETY BARRIER ❘ BRIDGE PARAPET ❘ BRIDGE DECKS ❘ IRRIGATION CANALS GOMACO CORPORATION IN IDA GROVE, IOWA, USA ❘ 712-364-3347
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PAVERS AND CURBERS
Equipment focus The latest in concrete pavers and curbers
Wirtgen
Gomaco Zero-turn is the big focus this year for Gomaco. As the construction world converges on Munich for bauma 2019, the manufacturer is highlighting its new GP4, along with several other zero-turn machines, for the international audience. The slipform paver is capable of paving widths of up to 12.2 metres (40-feet). Its dual-telescoping roller frame uses smart systems to ensure accurate widening and allows for automatic width reference. Meanwhile, the company’s G+ control system knows the location and position of each of the paver’s track and can make adjustments as required.
With its SP 64i Wirtgen is bringing high performance and versatility to its four-track model. The inset slipform paver, which is equipped with a Tier 4 Final engine boasting 245 horsepower, delivers the performance demanded by North American customers. Hydraulic rotational drives allow for a steering angle of 90 degrees, while the machine’s track units let it turn on its own axis. The SP 64i can pave widths of between 2.0 and 7.5 metres (6.56 and 24.6 feet), with a paving thickness of up to 450 millimetres (18 inches).
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Power Curbers With more technology finding its way onto the job site, Power Curbers is looking to compatibility. The company’s 5700-C curb machine is now compatible with Trimble’s PCS900 automated guidance system. The solution gives 5700-C users another option, adding to Topcon and Leica systems that were already operational. The PCS900 system uses Trimble Total Stations and a 3D design model to control elevation and steering, taking the place of a conventional stringline. Power Curbers says the new offering will translate to a more efficient job site, tighter control of material yields and higher precision.
Across Canada, infrastructure departments tackling paving projects for high-volume stretches of road, such as the PTH 59/101 interchange, often rely on concrete. Once workers get to the job site, concrete paver and curber manufacturers are stepping up to make crews’ lives a little simpler
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Taking
3D PRINTING
SHAPE
3D printing revolution on the horizon BY JILLIAN MORGAN
Sika’s 3D printer at the Widen, Switzerland technology centre PHOTOS: SIKA AG
A
er
t Sika AG’s research facility in Widen, Switzerland, the nozzle of a 3D printer pumps out billowy concrete at one metre per second. The material cures almost instantly, just in time for the machine’s printing arm to deposit the next layer. In a steady, continuous movement, it brings a distinctive structure to life. Gearing up to release its first commercial printer at the end of the year, Sika is one of several to industrialize the process. At volumes up to four tons per hour, the
printer promises to push out concrete “so rapidly, inexpensively and precisely that it can be used on construction sites,” the company announced last June. That volume is in another league compared to the majority of 3D printers on the market, which typically peak at 100 to 200 kilograms per hour, according to Frank Hoefflin, the company’s chief technology officer. “You can make some really nice things [with those models]. You can even build some little bridge and balconies…
But they’re not really interesting for the construction industry,” he says. “For the construction industry to be [interested] we’re looking at three to four tons per hour. That’s a different ballgame.” The concept of 3D printed structures isn’t new, though the technology has gained traction in recent years, particularly in the residential sector as a method to quickly build homes at a fraction of the cost. “When you look at the construction industry, in general, it’s the one area that on-sitemag.com / 35
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3D PRINTING has seen the lowest productivity over the past 80 years compared to any other industry,” Hoefflin says. “Part of the reason is, of course, you have some very basic materials like concrete that really haven’t changed for many years.” The process of mixing and pouring concrete, though fine-tuned in some respects, has largely stayed unchanged for the last 50 years, he says. “3D printing is clearly an attempt to change this – to allow the industry to gain, on one hand, a lot more productivity, but also give it the opportunity to go to new frontiers,” Hoefflin adds. He isn’t the only one to see the value of 3D printing in construction. The Conference Board of Canada released a report in November 2018 analysing the potential of 3D printers to build homes in remote Northern communities, where high construction costs make it difficult to address the region’s housing shortage. In Nunavut alone, the cost to construct a new public housing unit can cost upwards of $550,000 – three times the cost of building the same unit in Toronto – according to the not-for-profit think tank. The report estimates the cost of 3D-printed homes could be one-fifth of that number and take considerably less time, with a 400-square-foot house constructed in the span of 24 hours. “While it’s not yet clear whether the technology can address
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buildings. I think there will be a lot of impact to the service industry.” – Frank Hoefflin, Sika or overcome some of the key issues that construction projects must contend with in Northern and remote environments, it’s not hard to see how 3D printing construction could potentially have a meaningful impact in Canada’s North,” Stefan Fournier, associate director of Northern and Aboriginal Policy at CBoC, said in a release. 3D printing would leverage locally available materials and reduce reliance on the shipment of construction supplies to isolated communities, CBoC says. It would also allow for design flexibility, which could aid in designing homes that “reflect local culture and values.” For Hoefflin, that flexibility is a key advantage of 3D printing, which allows the industry to go beyond boxy structures. “This is what the construction industry has been optimizing for the past 100 years: how to build a straight wall,” he says. “That’s why most buildings are just regular flat, straight surfaces with a 90 degree angle.” 3D printers won’t replace traditional concrete pouring, Hoefflin says, but the equipment could facilitate the construction complex building designs without the added cost. “Eventually, this type of technology will go much further than just building parts of buildings,” he says. “I think there will be a lot of impact to the service industry. Eventually, a lot of companies will pick up equipment like this and will be able to work together with interior designers and others to really provide a very high degree of individualization to the building industry.”
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