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McIntosh Perry Consulting Engineers Ltd.’s

Industrial & Mine Area Clean-Up, Phase 3: Deloro Mine Site

Accolades OCEAVolume 13 2018

Ontario Consulting Engineering Awards

Volume 13 2018 3

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Volume 13 2018 5

6 Willis Chipman Award

Awards of Excellence 8 Award of Excellence 1-50 Employees

10 Award of Excellence 51-100 Employees

12 Award of Excellence 101-350 Employees

14 Award of Excellence 351+ Employees

ceo.on.ca

Contents Volume 13 2018

All rights reserved. The contents of this publication may not be reproduced by any

means, in whole or in part, without the prior written consent of the Consulting

Engineers of Ontario.

Articles and information in this magazine represent the opinions of the writers and the information that, to the best of our knowledge, was

accurate at the time of writing.

Published by:

www.mediaedgepublishing.com

Sales Executives Brenda Ezinicki, April Krysowaty,

Mike Manko

Senior Editor Ali Mintenko-Crane

Association Editor Shelley Bahorie

Contributing Writer Richard Woodbury

Senior Vice President Robert Thompson

Director, Business Development

Michael Bell

Branch Manager Nancie Privé

Senior Design Specialist

Krista Zimmermann

Design Specialist Kelli McCutcheon

President Kevin Brown

@ConsultingEngON linkedin.com/company/consulting-engineers-of-ontario facebook.com/ConsultingEngON

8

16

Awards of Merit

16 Building Engineering + Science

18 Environment

20 Industry, Energy + Resources

22 Project Management

24 Studies + Research

26 Transportation

28 Award Nominees

38 Professional Services Directory

Accolades is printed on 10% post-consumer FSC certified paper using soya based inks. When necessary to mail an issue in an enclosure, we use an environmentally-friendly, 100% oxo-degradable poly-wrap.

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6 ACCOLADES

McIntosh Perry Consulting Engineers Ltd. Willis Chipman Award

About 60 kilometres east of Peter-borough, Ontario, sits a 202-acre abandoned mine and industrial area. Located in Deloro, there is a tiny

community of about 160, and a contaminated site with arsenic, cobalt, copper, nickel, low-level radioactive waste and other materials from historical mining and processing activities.

Originally developed to extract and process arsenopyrite ore for the extraction of gold, the site operated as a smelting and refining facility until 1960. In 1979, care and control of the site was undertaken by the Province after it was abandoned by its owners.

AN IMPRESSIVE

MINE AREA CLEAN-UP

Leaves a

beautiful site

with a service

life of at least

500 years

Volume 13 2018 7

Industrial & Mine Area Clean-Up, Phase 3: Deloro Mine Site McIntosh Perry Consulting Engineers Ltd.

The contamination has caused signifi-cant environmental impact at the site to things like the site’s soil, sediment, surface water and groundwater. It was also a threat to nearby communities and watercourses.

The Ontario Ministry of the Environ-ment and Climate Change (MOECC) undertook a project to clean up the site by isolating and containing waste and engineering it to be safe for people and the environment for hundreds of years.

McIntosh Perry Consulting Engin-eers Ltd. was the prime consultant providing project management, design, contract administration and inspec-tion services for the Deloro Mine Site Cleanup Project. Mark Priddle served as the senior reviewer on the project and says this project was unusual for a number of reasons. While most mine sites are remote or close to homes, this one was both.

As well, there were far more stake-holders involved in this project than one would normally expect. Besides MOECC, some of the others were the Ontario Ministry of Natural Resources and Forestry, the Ontario Ministry of Tourism, Culture and Sport, and environmental groups such as the Lake Ontario Waterkeeper.

As part of the cleanup efforts, taking waste off site wasn’t an option. “With the possibility of radioactive contam-ination, a lot of arsenic and other materials, the agencies, MOECC and the Canadian Nuclear Safety Commis-sion, weren’t comfortable removing materials off site for disposal at an existing waste site, so a waste-nuclear

site licence was issued. This allows for management of radioactive waste so there were certain requirements for building this landfill,” says Priddle. The site is closed, meaning it doesn’t accept waste from outside.

The cleanup plan included constructing two large engineered covers to contain tailings and one engineered contain-ment cell for the collection of excavated contaminated material. It also included measures to direct rain, melting snow and groundwater from the containment areas to keep water from leaching the contaminated material.

As well, water is pumped to an arsenic treatment plant. The clean water then goes into the Moira River. “There was contaminated material right up to the edge of the Moira River and that was all removed. The banks of the Moira River were secured with clean fill to prevent erosion and any further migration of material,” says Priddle.

In 2015, the system prevented nearly 2.5 tonnes of arsenic from going into

the Moira River. Arsenic loadings to the river are down by 80 per cent and will continue to drop now that the tailings area and industrial area have been amended.

One of the key differences between the Deloro project and conventional engineered remediation projects is the exceptionally long design life. The engineered liners, waste containment cell, stormwater management measures, groundwater interception and collection features were all designed for a service life of at least 500 years. Besides the chemical contaminants, the low-level radioactive waste at Deloro presents a persistent threat to human health and the environment. It must be electively managed in the long term to protect the site for future generations.

The overall look of the site has trans-formed. It no longer looks like an aban-doned mine site, nor does it look like a landfill. “It looks like a beautiful, rolling drumlin,” says Priddle. •

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8 ACCOLADES

Award of Excellence 1-50 Employees

County Road 2 in Iroquois, Ontario, is a former Ministry of Transportation of Ontario (MTO) highway that drivers were still treating like a highway. The road runs parallel to Highway 401 and the two roads are connected by County

Road 1. County Road 2 had the uninterrupted right-of-way, while County Road 1 was subject to stop control.

County Road 2 had a curved alignment through the intersection, while both approaches for County Road 1 curved abruptly and immediately before the intersection to provide alignment correction to create a 90-degree intersection with County Road 2.

Robinson Consultants Inc. County Road 1 & County Road 2 Roundabout

A ROUNDABOUT

SOLUTIONFor a fast

intersection

Volume 13 2018 9


These factors created many issues, namely high-speed traffic, restricted sight distances and two-way stop control. The Ontario Provincial Police raised concerns about the high frequency and severity of collisions at this intersection. As an interim measure, the United Counties of Stor-mont, Dundas and Glengarry reduced the speed limits on the approach to the intersection and installed an overhead flashing beacon to increase visibility, however, this didn’t help. Because County Road 2 was designed to a former highway standard and the rural nature of the area, people continued to speed along the road.

To address the concerns about vehicle speeds and collisions, the United Counties initiated a review of the inter-section and identified a roundabout as the solution to improve the safety and the operation of the intersection. It would be the first roundabout for the village, as well as within the United Counties and the surrounding area.

While roundabouts are often installed to help traffic flow smoother, that wasn’t the intention here. “It’s not being used to pump cars through more efficiently. In this case, it’s being used to calm traffic coming into the town,” says Robert Cotnam of Robinson Consultants Inc. (RCI). He served as the project manager for this roundabout.

The site posed some design challenges. The intersection is abutted by a local logistics company, lumber retailer and manufacturing company. Being able to

and profile to utilize the exiting roadway structure to the greatest extent possible. “It didn’t make sense to throw away a metre of good gravel,” says Cotnam. By using the existing road structure, it meant less imported material was needed and resulted in cost savings for the United Counties.

Design work on the project was completed in May 2017, while construction was finished in September 2017.

The project has been well received by the public and the safety concerns it set out to address have been successful. The project serves as a template for future roundabout adoption in the United Counties. •

accommodate heavy vehicles was a key design consideration. This was reinforced by the intersection’s proximity to Highway 401 and it being a detour route for Highway 401 closures.

Other challenges included the approaching curvature of County Road 2, which resulted in limited approaching visibility, and the skew of the existing intersection, which hindered the accommodation of heavy vehicle right-turn movements. The latter constraint is a significant challenge. “Anytime you have that situation with a roundabout, you start getting problems for larger vehicles,” says Cotnam. “The path they need to be able to take to navigate that turn gets exaggerated through the turn. Being able to accommodate that was really the one design criterion that needed to be paid attention to.” As well, existing property constraints and utility conflicts limited the opportun-ities to make simple alignment modifications.

Because the main objective was to improve the safety of the intersection, accommodating the turning move-ments of heavy vehicles had to be done in such a way that it didn’t result in increased speeds for other vehicles travelling through the roundabout.

If there was a benefit to the fact that County Road 2 was a former highway, it was that the granular road base was found to be more robust than the current loading requirements, so RCI refined the roadway design sections

10 ACCOLADES

In the last 20 years, the City of Barrie, Ontario, has experienced many severe flooding events that have caused damage to public and private

property. Many of the city’s drainage systems pass through or nearby the downtown core, or critical infrastructure like Highway 400 and the city’s wastew-ater treatment facility. To alleviate these risks, the city’s stormwater infrastructure needed to be improved.

However, accurate information regarding the deficiencies in the city’s drainage infrastructure was lacking. This is because past efforts to understand the city’s minor and major stormwater drainage systems were modelled on a

A C o mp re he n s ive

DATABASE a n d

QUANTIFIED UPGRADES


Mean the

City of Barrie

will stay

above water

C.C. Tatham & Associates Ltd. Stormwater Management Project, City of Barrie

piecemeal basis using a variety of model-ling software, while using inconsistent parameters and methodologies. As a result, the understanding of the deficien-cies within the system were inconsistent and anecdotal in many cases.

To better understand its stormwater infrastructure, the city engaged C.C. Tatham & Associates Ltd. to develop, calibrate and verify comprehensive hydrologic and hydraulic models of the city’s minor and major drainage systems. This would allow for consistency in the assessment of storm infrastructure, improved efficiency in maintaining and sharing modelling data, and allow for global assessments of the sensitivity

Volume 13 2018 11

Award of Excellence 51-100 Employeesof the models to climate change and changing hydrologic parameters.

The first phase of the project was to generate this tool. The second was to test its effectiveness by completing a master drainage plan and environmental assessment for Sophia Creek, one of the city’s main watersheds. The second phase allows for implementation of the models through the master drainage plan by using the models to predict the most effective alternatives to improve deficiencies, reduce flooding and erosion, and eliminate public safety hazards.

“For the first phase of model develop-ment you had to be very careful to get a process in place to go through the existing data to get it organized or you’d be completely buried in numbers and data, so that was probably the biggest challenge at the outset,” says C.C. Tatham’s Dan Hurley, who served as an adviser on the project.

Working with city and local conserva-tion authorities, C.C. Tatham used the city’s geographic information system (GIS) to establish a comprehensive data-base of its existing storm infrastructure, things like pipes and manholes. As well, light detection and ranging (LiDAR) data from 2007 was also used to provide an accurate digital elevation model for the entire city. With the database completed, PCSWMM minor drainage system and Visual Othymo / HEC-RAS major system models were selected for the hydrology and hydraulic analysis. The programs were selected because they are GIS compatible and capable of working with such vast amounts of data.

The city’s 23 watersheds/drainage areas have a total drainage area of approxi-

of the project is already being felt. “For almost every project the City of Barrie undertakes, whether it’s reconstructing a road or looking at a new develop-ment or evaluating their priorities to do repairs, this model is being used by the city or the consultant they hire to come up with the right solution. It’s a living model they get to refer back to for every project and say, ‘Well, let’s update this structure and this structure because we’re replacing this road and look at how much better the drainage system works,’” says Hurley. •

mately 92 square kilometres, which includes more than 8,000 catchment areas and 181 stormwater management facilities. Hurley says C.C. Tatham has worked on similar projects, but they were much smaller in scale and would cover a single watershed, not 23 of them. The minor storm infrastructure model covers 403 kilometres of storm sewer and more than 7,400 storm structures.

Because the model is completely GIS integrated, it allows for continual upgrading, which helps ensure it can be used well into the future. The impact

12 ACCOLADES


MTE Consultants Inc. Ottawa Street Double Roundabouts

F rom 2009 to 2014, the intersec-tion at Ottawa Street South and Homer Watson Boulevard in Kitchener, Ontario, had the

unfortunate distinction of being the Region of Waterloo’s most dangerous intersection. During that time, there were 218 crashes. “That’s just a func-tion of the fact that Homer Watson is an arterial to get out of the city and it’s got ramp on and off access to the [Highway 7/8] expressway. Commuters are usually in a hurry and several red lights are run,” says MTE Consultants Inc.’s Dot Roga. This spot sees about 60,000 vehicles per day.

At the Region

of Waterloo’s

most

dangerous

intersection

An environmental assessment conducted for this intersection and a nearby stretch of roadway that included an intersec-tion at Ottawa Street South and Alpine Road, found these areas experienced an unusually high number of collisions that were a result of congested peak-hour operations.

As a result of these findings and the fact vehicle traffic is expected to increase as the community grows, the Region of Waterloo decided to improve the safety and capacity of this one-kilometre section of Ottawa Street by installing roundabouts at the two intersections.

TWIN ROUNDABOUTS RECEIVED POSITIVELY

Volume 13 2018 13


Plans to improve sidewalks and cycling facilities were also made.

MTE was engaged to manage and provide engineering services for the design, contract administration and inspection of the preferred solution for this project. It was the first of its kind in Ontario because of how close the round-abouts are to each other. Homer Watson Boulevard and Alpine Road are parallel streets.

The project had a number of challenges, including other construction projects taking place in the area. Because Ottawa Street is an emergency detour route for Highway 7/8, the roundabout project was delayed by a year as the expressway was widened.

drivers on how to use the future round-abouts. “We call it a soft opening. At no time during construction will we allow a stage to direct traffic in the wrong direc-tion,” says Roga. Habits are difficult to break, so it’s important to teach drivers how to use a roundabout in a way that reflects how it will ultimately function.

The work on the roundabouts was finished in October 2017 and feedback has been very positive. Roga says it’s been the most well received of the 20 or so roundabouts the company has worked on. “The queues that would extend maybe 300, 400 metres between the two intersections and beyond at rush hour have been virtually eliminated,” says Roga. “There’s a free flow of traffic,

people can see in every direction where they’re coming from or going; it’s just a much smoother, quieter operation and not nearly as many brakes and screaming tires.”

Research shows that collisions at traffic signals result in more fatalities compared to roundabouts. This is because colli-sions at roundabouts are usually minor with little damage and fewer injuries. Roundabout traffic moves slower, in the same direction and at softer angles.

Roundabouts are also beneficial from a maintenance perspective. “There are no signals; no poles to be hit by vehicles; no power outages,” says Roga. “None of that type of maintenance comes into play with a roundabout.” •

The MTE team worked with the Ministry of Transportation of Ontario (MTO) to design the relocation of the eastbound Highway 7/8 on-ramp terminal from Homer Watson Boulevard to the Ottawa Street and Alpine Road intersection and a minor realignment of the Highway 7/8 westbound on- and off-ramps. The geometric design of the eastbound on-ramp required atten-tion because it was constrained by the existing highway, local roadways and a bridge. As well, the modifica-tions needed to tie into the widening of Highway 7/8 and maintain or improve on the current geometric standards for the map.

As construction was carried out, this was viewed as an opportunity to educate

14 ACCOLADES

Award of Excellence 351+ Employees

AECOM McEwen School of Architecture at Laurentian University

T he McEwen School of Architec-ture at Laurentian University in Sudbury, Ontario, is a state-of-the-art facility that embodies the

integration of opportunities for learning about building systems and how they interrelate. As well, it demonstrates how achieving healthy, energy-efficient build-ings is best attained, not through the performance of individual systems, but the entire building system.

Located in Sudbury’s downtown core, where it’s playing an important revital-ization role, the facility brought together the renovation of two existing buildings

Could become

one of the

first net-zero

buildings in

Canada’s north

– the Market Building (9,800 square feet) and the Telegraph Building (14,800 square feet) – tied together with the construction of the new main academic facility (68,000 square feet).

“The facility brings new function to its original two existing buildings, while retaining its historical element and high-lights Indigenous design and heritage while providing a new revenue source for the local economy,” according to AECOM Canada Ltd.

AECOM, a fully integrated global infrastructure firm, provided all the

A FUNCTIONAL a n d INNOVATIVE DESIGN

Volume 13 2018 15

Award of Excellence 351+ Employees

engineering services including civil, structural, mechanical and elec-trical. They also provided concept, preliminary and detailed design and construction documents, assisted in the tendering process and provided construction administration services.

Challenges arose on the project during both the design and execution phases. For example, micropiles were selected as the foundation type due to diffi-cult geotechnical conditions and high groundwater. This system also protected the existing historic buildings and ensures the foundation can handle the vibrations of nearby passing trains.

During construction, high variations in soil conditions were discovered. To over-come the challenges, detailed modelling, adjustments and pile-group co-ordina-tion were carried out.

The McEwen School of Architecture uses three major structural systems that include concrete, steel and cross-laminated timber (CLT) to illustrate the characteristics of each system within the building and how they integrate with other components of the other building systems.

CLT is used extensively in the Library-Theatre wing. “From exposed beams and innovative integration of original wood elements with modern high-tech equipment, to the preserved wood features of the historic CP Telegraph train shed building which houses the Fabrication Labs, the blending of natural wood design and modern

concepts is key to the facility’s appeal and functionality,” says AECOM.

“The Library wing is clad in BIM-modelled, prefab CLT panels and unitized glazing panels. It is entirely a mass timber construction. One of wood’s great advantages is that it is the only structural building material that, in a cold climate, can move seamlessly between the warm interior and the cold exterior without thermal bridging.”

The McEwen School of Architecture is the only tri-cultural (French, English, and First Nations/Métis) school of its kind in Ontario focusing on Northern culture, sustainable design and design/build in local communities. The school serves as an inspiration to students. Since it opened in 2013, students have won many national and international awards for their design work.

“The facility perpetuates the process it was created to achieve – functional and innovative design based on a sustainable design approach,” according to AECOM.

Designed to a LEED Gold standard (Leadership in Energy and Environ-mental Design - Gold standard means achieving 60-79 points on the certifica-tion level), some of the school’s green features are rainwater harvesting, a vegetated roof and underground storm-water management storage. There are also renewable energy installations that include solar photovoltaic, solar thermal and wind turbine.

The mechanical system was designed to leverage the building’s high-performance envelope that features triple glazing and extensive glass features to allow sunlight to penetrate the structure. This will provide added day lighting and heating in the cold, northern climate.

The electrical power distribution system includes energy-efficient lighting and occupancy sensor control. The use of manual overrides allows for more flex-ibility in how the spaces are used, while still maintaining energy efficiency.

A key component of the school’s design is its use of Indigenous and natural mate-rials and building and site design mate-rial selection. The school could become one of the first net-zero buildings in Canada’s north. •

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16 ACCOLADES

Award of Merit Building Engineering + Science

WSP Canada Inc. Global Centre for Pluralism

T he building housed at 330 Sussex Drive in Ottawa, Ontario, is a landmark building that was constructed in 1905 to house

the Dominion Archives. Designed in a Tudor Gothic style, it became home to the Canadian War Museum in 1967 and then vacant when the museum reopened in a new space in 2005.

In 2013, WSP Canada Inc. was commis-sioned with the significant task of providing structural engineering and building envelope restoration services to restore, renew and seismically retrofit this federal heritage structure and national historic site. “It wasn’t like the building was going to fall down, but

some aspects of the structure needed immediate intervention,” says Samer Jabbour, who served as the structural engineer of record on the project. “But the good news was we concluded it was possible to bring that building up close to what is expected of a modern building.”

Once the renovations were complete, it would become home to the Global Centre for Pluralism (GCP), which was founded by Aga Khan in partnership with the Government of Canada. The centre’s mission is to serve as a global platform for comparative analysis, education and dialogue about the choices and actions that advance and sustain pluralism.

Means a new

home for the

Global Centre

for Pluralism

SIGNIFICANT RESTORATIONS to a

LANDMARK BUILDING

Photo credit: Marc Fowler, Metropolis Studio

Volume 13 2018 17

Award of Merit Building Engineering + Science

The objective was to renew and repur-pose the building, reflecting require-ments of modern codes and standards related to life safety and economy in operational costs, all while preserving the important historic and heritage values. “The main challenge was that it’s a heritage building,” says Jabbour. “Whatever we did, we needed to respect the original shape and structure. Struc-tural analyses were challenging because expertise, materials and practices have evolved considerably since the original design. We had to find solutions for that.”

Some of the things that needed to be done were a rehabilitation of the masonry walls and terracotta flat arched floors, new stairwells and elevators, and the removal of two existing columns.

The latter action was needed as part of the plan for the Dialogue Centre, an area intended for conferences and events. It was a priority for the client and the architect to have an open-concept design in this room, which necessitated the removal of the columns. Jabbour says it wouldn’t make sense to have these columns in the room as it would mean

people would have a harder time seeing and talking to each other. Removing them posed a challenge, but he kept an open mind. “To me, removing two major columns in a building that was built in 1905 was a crazy idea. But we’ve removed columns using transfer beams before. So we figured out how to provide support and get the new struc-tural elements in there without creating damage in the existing structure,” says Jabbour.

The steel transfer beams spanned the entire 15-metre width of the building and were installed beneath the existing floor framing and connected to the two existing columns that were to be removed. The ends of the beam were then jacked to remove the load from the columns and connected to new steel columns, followed by the removal of the existing columns. This innovative procedure allowed the original floor system to remain undisturbed while adapting the space for a new use.

One of the challenges of updating the building to be compliant with modern codes is the impact the insulation will have. “Retrofitting insulation into an

existing heritage wall can be a relatively controversial topic. There is risk the resulting environmental changes on the heritage masonry could be detrimental as a result of decreased drying and increased freeze-thaw action,” says Mike Van Dusen, who served as the engineer of record for the stone rehabilitation.

An insulating strategy was developed using hygrothermal modelling, material testing and computational analysis. A protection and monitoring program was also implemented to measure moisture and corrosion potential of structural steel elements embedded within the wall assembly.

The Centre was officially inaugurated on May 16, 2017.

Van Dusen says it was an amazing project to work on. “It was so heart-warming to be involved with a client with such grand aspirations … Even the symbolism of taking a building that was once a former war museum and repur-posing it as a place where pluralism is celebrated and discussed and promoted … it made us all very proud to be part of it,” he says. •

Photo credit: Imara (Sussex Drive) Ltd.

250 Yonge Street, Suite 1604 Toronto, ON M5B 2L7www.healandco.com

Tel: 416.583.5900 Toll Free: 1.877.978.5699

SOLID . LEGAL . SUPPORT

18 ACCOLADES

Award of Merit Environment

R.V. Anderson Associates Limited Zone 1 Interconnecting Watermain

A n engineering staffer from the Regional Municipality of Halton, Ontario, was speaking with one of the municipality’s

councillors about an upcoming infra-structure project when he said he hoped it would go as smoothly as the Zone 1 Interconnecting Watermain. The coun-cillor then asked the staffer what Zone 1 was and he responded with a one-word answer: “Exactly.”

A n A m b it i o u s WATERMAIN

TUNNEL i s CONSTRUCTED

“That highlighted that we had such a major piece of infrastructure and a huge construction project being installed without anyone knowing because there is no intrusion factor with it,” said Gian-piero Vancheri of R.V. Anderson Associ-ates Limited.

R.V. Anderson provided consulting engineering services to design and oversee the construction of a new

Undetected

and under

the feet of a

municipality

Phot

o cr

edit:

And

rew

McN

ally

Volume 13 2018 19

Award of Merit Environment

6.6-kilometre watermain tunnel. The Halton Region’s South Halton Water and Wastewater Master Plan identified the need for a large-diameter watermain connecting the Burloak Water Purifica-tion Plant to the Kitchen Reservoir to serve the Town of Oakville.

The Region is experiencing significant growth and needs more water capacity to serve its residents. The project aims to better protect the existing water supply through a supplementary connection to the Kitchen Reservoir and prepare for future development through a feed to the new Zone 2 Booster Pumping Station.

The biggest challenge was figuring out how to construct these 1,500- and 1,800-millimetre diameter watermains without affecting residents and traffic, environmentally sensitive areas, provin-cial rail and transportation services. The watermains needed to be constructed for a 6.6-kilometre stretch along municipal roads that crossed major intersections: a Metrolinx rail corridor, the Queen Eliza-beth Way, Highway 403, Bronte Creek Provincial Park, several environmentally sensitive watercourses, high-pressure gas mains and a major hydro corridor. “There were so many environmental concerns and external stakeholders. These are things that as a designer you classify as hazards, pitfalls to avoid, and I think what we managed to do was circumnavigate them,” said Vancheri.

While the environmental assessment envisioned using a mostly open-cut installation with tunnelled crossings as it would limit disruption to rail and trans-portation corridors, it would worsen the disruption experienced by residents. The open-cut sections would also have a significant impact on traffic with lane closures required along this major traffic route. “We didn’t want to block off all the roads with extensive open-cut construction,” said Vancheri.

The decision was made to use a tunnelled solution that required only four major shafts, with the main construction shaft located at a low point. This approach allowed the tunnelling contractor to launch in two directions, and more importantly, to begin laying pipe more quickly. Typically, mucking

operations block access to the tunnel since the muck is removed on carts via a rail transport system. Having two tunnel headings allowed the works to be phased such that mining could continue within one heading, while pipe was being laid within the other heading. This approach significantly sped up the construction process.

While the tunnelled design goes much deeper into the ground – the watermain depths range from 15 to 60 metres below grade – the design is simpler and has fewer elevation changes than would have been required with an open-cut approach. “Going deeper also meant

there would be less disruption to resi-dents,” said Vancheri. “We found we could do a tunnelling scheme for the same price, which also then gave a lot of simplicity in terms of hydraulic perform-ance, in terms of operating it, in terms of maintaining it in the future and I think that kind of simple approach for the layout helped us get a lower cost for a tunnelled job,” he said.

The design for the project was completed in May 2015 and construction is ongoing with a scheduled completion date of April 2019, even though many residents – and at least one councillor – don’t know it’s happening. •

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wsp.com

20 ACCOLADES

Award of Merit Industry, Energy + Resources

Eramosa Engineering Inc. London Health Sciences Centre: Energy Management

A n INNOVATIVE DATA SOFTWARE TOOL

T he London Health Sciences Centre (LHSC) is respon-sible for operating and maintaining the power

plant and energy systems at three hospitals and four medical centres in the London, Ontario, area. To optimize the operational efficiency of its power plants and energy systems, it needs timely, accurate data presented in a concise format. However, there was an issue of data integrity that persisted. This was because the data collection and reporting process was a highly labour-intensive manual process.

“The way the data was gathered or it was stored, quite often, there were errors in it or inaccuracies, and that resulted in a mistrust of the data,” says Nick Hallas, president of Eramosa Engineering Inc., a specialized consulting engineering firm that works primarily with electrical, instrumentation controls, supervisory control and data acquisition (SCADA), and information technology services. As he says, “We don’t build bridges, we don’t build roads.”

One of the reasons the data had errors was because it was being manually collected and written on paper and then later entered into spreadsheets. At times,

Gets LHSC on track with

their energy management

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Award of Merit Industry, Energy + Resources

the data was entered incorrectly, which meant the results the spreadsheets came up with weren’t 100 per cent accurate.

As well, confusion over the sometimes illegible writing meant additional time had to be spent going back to the field to re-check the figures.

Data is of critical importance to LHSC. It’s used for:

• Procuring natural gas and electricity

• Regulatory compliance

• Monthly billing of electricity, steam and chilled water to customers

• Reporting to internal and external stakeholders

As well, it helps LHSC decide when to run the power plant equipment based on the market price of gas and electricity. It has two gas turbines, a steam-driven turbine and diesel generators for on-site power generation. “They monitor the cost of electricity and when it gets to a certain point, they will actually start up their facility power generation because it’ll actually be cheaper for them to generate their own electricity rather than buy from the local utility,” says Hallas.

A data tool developed by Eramosa called e.RIS (Eramosa Reporting and Infor-mation System), is now being utilized by LHSC as its data management and visualization solution for its power plant

ways to show it. All the data was coming back in different formats,” says Hallas. This was one way in which data had to be manipulated to ensure it was consistent.

The impact of using e.RIS is already paying off. The amount of time previ-ously spent collecting, collating and reviewing power plant and energy data has been reduced by 20 to 30 per cent, resulting in an approximate cost savings of $40,000 per year. As LHSC continues to use e.RIS for calculations and reports, time and cost savings will improve. “Once you have access to the data and you understand it, you can start using it to improve operational efficien-cies, power reserves and cost reductions. Essentially, it’s limitless as to what you can do with it,” says Hallas. •

and energy systems. “This is a software tool that we developed,” says Hallas. “It’s a web-based reporting system that can connect to multiple data sources, a SCADA historian, Excel and CSV files. It’ll connect to data sources that are hosted on the Internet, SQL databases, as well as other databases.”

Implementing the system had its chal-lenges. There were eight different data sources that needed to be fed into the e.RIS system. Not all of the data is relevant, so it was important to sift through it to find out what was needed and ensure it’s in the proper format. A formatting issue that was evident was in the recording of dates. “There are multiple ways to show the date and time. You go month-day-year, year-day-month or year-month-day. There’s all sorts of

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22 ACCOLADES

Award of Merit Project Management

DST Consulting Engineers Inc. Innovative Approach to Selective Deconstruction, 880 Bay Street, Toronto

U nder the best of circumstances, demolition projects are contentious as they bring up concerns about:

• safety for all those involved onsite for the project

• the impact the project will have on traffic and pedestrian corridors

• noise, vibration and dust worries

Those concerns were prevalent at the demolition of the seven-storey, 170,000 square foot structure at 880 Bay Street in Toronto, Ontario.

DST Consulting Engineers Inc. was retained by Infrastructure Ontario (IO)

A GROUND-BREAKING ATTITUDE towa rd s

DEMOLITION

Exceeds

expectations

in downtown

Toronto

as the prime consultant responsible for overseeing the deconstruction of this retired Ontario government building. Situated at the corner of Bay and Grosvenor, it’s a high-traffic area that’s also near the Legislative Assembly of Ontario. This was the largest demolition project ever managed by IO.

Adding to the scrutiny, in April 2016 a Toronto building that was being demol-ished for a future LRT station collapsed, resulting in several people being sent to the hospital.

Public safety was paramount for the Bay Street demolition, says George Thomas, who served as the senior technical engineer for DST on this project. “There

Volume 13 2018 23

Award of Merit Project Management

were a lot of eyes and ears from higher up looking at this project,” he says, noting that one of the objectives of the project was for it to not get media atten-tion because something went wrong.

Shutting down a sidewalk or a lane of traffic on Bay Street wasn’t an option. To ensure public safety was maintained, DST, along with contractor Priestly Demolition, used a number of innovative safety measures, including the use of a custom-designed outrigger safety system that would capture debris that might fall outside the building footprint and fall onto the public area. The outrigger was a steel mobile structure fitted three metres beyond the building’s façade to capture any debris that might fall from the upper levels. It was heavy duty, structural steel angled at 45 degrees toward the building at the level below the one being worked on. Specialized shoring equipment and movement monitoring was used to keep the rigging system operational and safe.

Another creative precaution was to use sea containers as public walkways. The rectangle containers, which are normally used for transporting goods on ocean-going ships, provide great protection for pedestrians. “It’s a very robust, steel structure,” says Thomas. Off-site, the ends of the containers were removed,

LED lighting was installed, and windows were cut to allow for natural lighting and views of the outside. On site, the containers were laid end to end to provide a secured walkway. This was the first time this type of hoarding was used in Ontario and possibly in Canada.

Other engineering achievements on the project included a waste diversion rate of 95 per cent, which resulted in 2,300 metric tonnes of construction material being diverted from landfills. All glass and glazing material was carefully removed using site-specific procedures. Steel recovery included liberating rebar from reinforced concrete with a mechan-ical pulverizer mounted on an excavator. Before being crushed on-site to granular B gradation specification (a better quality than the standard crushing), all adhesives and deleterious materials were removed from the concrete, leaving clean inert crushed concrete for use as backfill. “We set the bar a little higher,” says Thomas. The crusher was strategically placed in the base-ment to minimize the impact of noise, vibration and dust on the community.

By achieving a 95 per cent waste diver-sion rate, there were a lot of benefits. Besides lowering the project’s carbon footprint, a lot of material was diverted

from landfills, thus saving money in the process. As well, revenue was generated from reselling reusable materials.

The building, which had a penthouse and brick veneer façade, was carefully dismantled from the top down, brick-by-brick, using highly specialized equipment from August 2016 to March 2017. High-reach excavators equipped with tools for crushing concrete and shearing steel at heights of up to 40 metres were used. With the ability to operate in confined work areas, they separated building materials as they chewed the building apart. Special excavator attachments included hydraulic breakers, shears and concrete processors.

A chute was also created to run from the top level to the basement so that decon-structed material could be processed and sorted there. The shafts were reinforced to handle major chunks of concrete and rebar. Specialized machinery was in place to move the deconstructed material to ensure the continuous free-flow of material through the chute.

The high consideration for the environ-ment and precision with which this demolition was executed meant the project outcome not only met, but exceeded expectations. •

24 ACCOLADES

Award of Merit Studies + Research

Hatch Reducing Life Safety Risks to the Kashechewan First Nation Community

STATE-OF-THE-ART TOOLS DEVELOPED

The Kashechewan First Nation in Northern Ontario is close to the Nunavut border. In 1957, the Government of Canada moved

the Kashechewan First Nation to this area, which is prone to flooding. Since then, the community has faced ongoing hardships, including flooding, associ-ated health issues, and since the comple-tion of the poorly-constructed dyke, the possibility of a dam breach.

The community is home to more than 2,000 people and is located beside the

Lower Albany River Delta. Each year, an ice dam forms near the mouth of the river at James Bay, which causes the river levels to rise rapidly. To reduce the impacts of flooding to the community, a ring dyke was constructed surrounding the town.

In the spring of 2006, the dyke was almost overtopped, which would have released a wall of water that would have engulfed the community. Following this near miss, Kashechewan’s Chief and council determined that proactive action was needed. “The only solution they

To enhance

safety and put

an entire remote

community

at ease

Volume 13 2018 25

Award of Merit Studies + Research

have is to evacuate. They don’t like that they get taken out of their homes for weeks to months … stuck in an unfamiliar place with a lot of anxiety,” says Hatch’s Richard Donnelly. To complicate matters, the only way to evacuate is by air. The local airport doesn’t have radar, so if weather condi-tions are troublesome, the planes won’t be able to land.

Hatch was retained to identify the risks associated with the aging and deterior-ating dyke, determine what was needed to upgrade the dam to meet modern standards and establish a means of fore-casting the potential for flooding with at least 10 days warning.

Hatch developed two innovative tools to respond to these needs. The first is a dam safety risk assessment tool designed to provide a scientifically defendable evaluation of the likelihood of dam failure. This, combined with a flood-forecast system developed by Hatch, provides a 10-day forecast for the potential of ice jam flooding and whether it would pose a risk to the community.

The second tool is also paired with traditional knowledge. “If the tool is telling us that 10 days from now we can have a flood, then let’s start getting people out now … the elders would input their own knowledge, as to how this river behaves and make a final decision to approach the govern-ment because we’re talking millions and millions of dollars to evacuate this community,” says Donnelly.

To develop the dam safety risk assess-ment tool, the Hatch team used the data

gathered over 10 years from working with the community.

For the flood-forecast system tool, the normal approach would have been to install an extensive and costly hydro-meteorological station network within the river basin and collect and analyze data for a period of 25 years. Unfortu-nately, this data wasn’t available for the Lower Albany River Delta. Instead, Hatch used historical flow records from a site that’s over 200 kilometres upstream. To create a reasonable data set, Hatch collected and reviewed the available hydro-meteorological data outside the river basin. They then iden-tified correlative relationships based upon physical processes to produce a working algorithm for predicting snow melt and consequential ice jam flood risk based on meteorological forecasts of temperature and rainfall. Over six

years, the tool has proven reliable. It has been so successful that the Ontario Ministry of Natural Resources and Forestry wants Hatch to develop similar tools for other sites.

Donnelly says this was a very rewarding project to work on. Besides the fact Hatch’s tools have enhanced safety and potentially reduced the need for evacuations, the lasting impact of the work may be something else entirely. The result of Hatch’s work, in part, led the Kashechewan First Nation to reach a landmark agreement with the governments of Ontario and Canada. The Agreement of Hope, which will see a final solution implemented to elim-inate the six decades of hardships and risks that the community has endured since it was compelled to occupy this remote location. •

26 ACCOLADES

Award of Merit Transportation

HDR Inc. Reconfiguration of the Six Points Interchange, Spaghetti Junction

Spaghetti Junction

gets a much-

needed upgrade

T he Six Points interchange in Etobicoke, Ontario, is a notorious intersection dubbed “Spaghetti Junction”. It’s the embodiment of 1950’s car-centric

urban planning with its network of road interchanges connected with a dizzying array of on- and off-ramps that link traffic running through three major arterial roads: Kipling Avenue, Dundas Street West and Bloor Street West.

The Six Points interchange is long past its best-before date. “It introduces a highway feel within what is now a built-up urban environment. Back when it was a more open area, it wouldn’t be problematic. The area has grown since then and with the expansion of the subway, condo develop-ment and the increase in cycling, it’s just a physical barrier to connecting commun-ities,” says HDR Inc.’s Joseph Arcaro.

HDR was tasked by the City of Toronto to transform this six-legged interchange into a mixed-use, pedestrian-friendly street network that supports all modes of travel, reduces stormwater discharges, and promotes transit-oriented development and will serve as the canvas for the new

DECONSTRUCTING E x i st i ng I n f ra st r uc t u re to

BUILD IT BACK UP

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Award of Merit Transportation

Etobicoke Centre. “I think it’s going to be a very dynamic neighbour-hood, accommodating multiple uses,” says Arcaro.

HDR is the prime consultant responsible for project management, detailed design, stormwater manage-ment, traffic management, utility relocation and coordination, and public consultation on the project. To meet the city’s objectives, the project will result in:

• A new road network with at-grade intersections between Dundas, Bloor and Kipling.

• Improved pedestrian facili-ties that feature things such as wide boulevards, trees, street furniture and access to the Kipling subway station.

• Improved cycling infrastructure that includes separated bike lanes installed on all major streets.

• Liberating 5 new city blocks (over 5 hectares of land) for new parks, dense mixed-use development, and potentially the site of the new Etobicoke civic center precinct.

“Not only are we moving vehicles, pedestrians, transit and cyclists; the reconfiguration will create a public realm that can be enjoyed for many years,” says Arcaro.

One of the challenges the project faced was contamination at the Westwood Theatre site. The theatre closed in 1998 and since then has been in various states of disrepair. Working with CREATE TO, a city-owned development company, HDR prepared a strategy to handle the contaminated soil by reusing as much as possible and minimizing the disposal of such material. During the first phase [of] construction, the materials were stockpiled on site for visual examination and testing. After testing, most of the stored material was suitable for reuse and only a portion of the contaminated soil, which was not geotechnically suitable for any work, was disposed of offsite to a registered landfill.

One of the ways stormwater runoff is accomplished is through an inte-grated landscaping and stormwater management strategy. This involves planting trees within the boulevard area of many of the newly realigned

and existing roadways in the recon-figured interchange. This required the incorporation of 27 soil trenches in the design of the new road network. The trenches under the trees serve multiple purposes. Since the trees require water, a concept was developed that would integrate stormwater runoff from the right-of-way and discharge this runoff directly into the soil trench systems. Captured and filtered water feeds soil trenches and irrigates plants and trees. The excess water can be stored within soil trenches, thereby reducing the release rates into main sewers. Additionally, stormwater runoff from roads and boulevards is collected and directed through a series of filtering catch basins, to the trees.

Arcaro was born and raised in Toronto and he calls this a legacy project you only get to work on a few times in your career. “It’s very exciting,” he says. “I’ve been doing this for 30 years and most of the time I’m building interchanges on highways. To do the reverse where you’re taking down infrastructure that no longer meets the needs of the community is a unique opportunity,” he says. •

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28 ACCOLADES

Nominees

ADJELEIAN ALLEN RUBELI LIMITED Innovation Centre at Bayview YardsThe Innovation Centre at Bayview Yards in Ottawa, Ontario, is the city’s hub for tech-nology development and business acceleration. Formerly known as the City Works Building #4, the building was shuttered and condemned in 2007.

With a limited budget, the structure was to be restored. It was important to use existing structural elements as much as possible because every dollar spent on struc-ture upgrades meant less money for restoration of the building’s heritage or creation of a modern tech space. This was achieved by making efficient use of the building’s existing six-metre by six-metre industrial grid, reinforcing selected structural beams and walls, and removing a precast roof to reduce the building’s weight.

Adjeleian Allen Rubeli Limited served as the structural engineer and heritage struc-tural engineer for this project.

AECOM Thunder Bay Expressway Planning & Preliminary DesignThe Thunder Bay Expressway (TBE) is a four-lane highway with signalized intersections at all crossing roads and a one-metre flush median. TBE serves as a strategic link in the Trans-Canada Highway system, but its current configuration has problems such as congestion at intersections during peak periods, geometric deficiencies and safety concerns because of the narrow flush median.

AECOM was retained by the Ministry of Transportation of Ontario to do long-range planning and a preliminary design study to upgrade the TBE to a four-lane divided highway facility with interchanges. As well, AECOM was tasked with iden-tifying potential interim safety and operational improvements, such as improved signage, signal timings, illumination and roadside safety features.

AECOM’s recommendations received broad support and there’s a genuine desire to understand and incorporate the needs of project stakeholders.

AECOM Toronto-York Spadina Subway ExtensionThe first subway project to open in Toronto in 15 years is the Toronto-York Spadina Subway Extension project, which is an 8.6 kilometre, six-station extension of the Yonge-University subway line. The extension, from the existing Sheppard West Station terminal to the new Vaughan Metropolitan Centre, brings rapid transit service to the fastest growing region in the Greater Toronto Area.

The project was a team effort, with engineering services provided by a number of firms: AECOM, WSP Canada Inc., IBI Group Inc., Arup, LEA Consulting Ltd. and Hatch.

There were numerous challenges at most stations, such as extensive dewatering and control measures like waterproofing for high water tables and aquifers, complex structural geometry to meet the architec-tural objectives, height restrictions due to federal laws covering flight paths and runway approaches.

Volume 13 2018 29

Nominees

AMEC FOSTER WHEELER Canadian Infrastructure and Buildings Climate Change Adaptation State of Play ReportClimate change will have a huge impact on our nation’s infrastructure and buildings and raises the question of what’s being done to acclimate to it.

As part of Canada’s adaptation platform, in 2013, the Infrastructure and Buildings Working Group (IBWG) was established by the Institute for Catastrophic Loss Reduc-tion (ICLR) and Engineers Canada, in consultation with Natural Resources Canada.

Last year, a report titled State of Play was released that looked at what was being done for infrastructure and buildings across the country to assimilate to climate change. The 180-page report is a thorough look at things like the impacts, climate risks and oppor-tunities, and an analysis of adaptation developments.

Amec Foster Wheeler provided consulting engineering services for the report and served as one of the co-authors.

Submitted to: Shelley Bahorie Consulting Engineers of Ontario 10 Four Seasons Place Suite 405 Toronto, Ontario, M9B 6H7 P: 416-620-1400 x227

Submitted by: Amec Foster Wheeler Environment & Infrastructure, a Division of Amec Foster Wheeler Americas Limited 3450 Harvester Road, Suite 100 Burlington, ON L7N 3W5

December 8, 2017

Ontario Consulting Engineering Awards 2018 Climate Change Assessment for Contemporary Storm Drainage Standards for the City of Welland Category: Studies & Research

30 ACCOLADES

Nominees

AMEC FOSTER WHEELER Renforth Station – Bus Rapid Transit FacilityThe establishment of inter-regional mobility hubs and efficiency improvement of the roads and highways is a key strategy in the Regional Transportation Plan for the Greater Toronto and Hamilton area. The Renforth Station Bus Rapid Transit (BRT) mobility hub in Mississauga, Ontario, is a primary connection point between local and regional bus transit.

Amec Foster Wheeler’s team was responsible for the complete design of the facility, including the new transit station building and bus platforms located six metres below grade, elevators and stairs to access the platforms, and an interconnecting pedestrian bridge at the plaza level. The project also included detail design of the BRT transitway road network, consisting of nearly 2.5 kilometres of roadway design, four road-over-road grade-separated structures, and more than 7,500 square metres of retaining wall structures.

AMEC FOSTER WHEELER Climate Change Assessment for Contemporary Storm Drainage StandardsTo better understand the impacts of climate change and the needed adaptation options, the City of Welland, Ontario, engaged Amec Foster Wheeler to develop a modelling system that will eventually be used to update the city’s municipal design standards for its stormwater management infrastructure. The effect of rainfall, particularly climate change influenced rainfall, was key.

The use of climate change influenced rainfall to inform design of stormwater management infrastructure isn’t yet common, but is necessary given the potential sway climate change will have on rainfall in the province. This is especially crucial given the impacts are expected to occur within the lifecycle of the infrastructure that needs to be designed and constructed.

Knowing this, the city is planning to complete similar assessments for other storm-water management facilities elsewhere in Welland.

AMEC FOSTER WHEELER Upper Ottawa Street Snowmelt Management FacilityHistorically, the City of Hamilton, Ontario, has used a public works yard on Upper Ottawa Street as a place to store snow that is collected from clearing in the city. The runoff would then be collected in a dry pond before being discharged into the Red Hill Creek. However, there was a problem with this approach. No Environmental Compliance Approval (ECA) could be located for the facility.

In early 2015, the city had discussions with the Ministry of Environ-ment and Climate Change (MOECC) about this. MOECC directed the city to update the facility to meet “current standards” and obtain an ECA.

Amec Foster Wheeler was retained by the city to provide engineering design support to achieve this requirement for the Upper Ottawa Street Snowmelt Management Facility.

Submitted to: Shelley Bahorie Consulting Engineers of Ontario 10 Four Seasons Place Suite 405 Toronto, Ontario, M9B 6H7 P: 416-620-1400 x227


December 8, 2017

Ontario Consulting Engineering Awards 2018 Renforth Station – Bus Rapid Transit, Metrolinx Category: Transportation

Submitted to: Shelley Bahorie Ontario Consulting Engineers of Ontario 10 Four Seasons Place Suite 405 Toronto, Ontario, M9B 6H7 P: 416-620-1400 x227


December 8, 2017

Ontario Consulting Engineering Awards 2018 Canadian Infrastructure and Buildings Climate Change Adaptation State of Play Report Category: Studies & Research

Volume 13 2018 31

Nominees

BLACKWELL STRUCTURAL ENGINEERS Bronte Park AmphitheatreIn Oakville, Ontario, the Bronte Heritage Waterfront Park is a popular destination for tourists and locals, featuring an active marina, conference centre, fisherman’s wharf and green space. To add to its appeal, the Bronte Park Amphitheatre was built to provide an outdoor performance venue, plus shade from the sun and shelter from rain.

Blackwell Structural Engineers provided engineering services for the project, keeping in mind the sailing culture that has evolved in the area. Stainless steel marine cables and fittings have been used extensively. The main mast was detailed deliberately to resemble the mast of a sailing ship and the spreader beam intended to invoke a nautical spar.

The foundations are possibly the most unique and complex part of the project; rather than large discrete concrete footings or grade beams, the foundation is made entirely of galvanized steel.

CH2M HILL CANADA LIMITED Regional Municipality of Halton Program Asset Management StrategiesTo determine the infrastructure expenditure needs of the Regional Municipality of Halton’s complete set of public works assets – such as water, wastewater, roads and waste management – the Ontario Municipality and CH2M worked together to develop an asset management process.

For each public works service area, the two parties developed tailored lifecycle investment projections, and risk and growth management processes. The result is a 10-year state-of-good repair capital plan linked to customer outcomes. These asset management processes allow for the identification of financial resources required to enable Halton’s infrastructure to continue to support public health, safety and community mobility, while attaining sustainability.

In developing the plan, the lifecycle model outputs were used to plan for years five to 10 of the capital budget, while the risk-management process established the short-term renewal needs for years one through four.

COLE ENGINEERING GROUP LTD. Maple GO Station – Pedestrian Tunnel InstallationTo meet growing demand, a second track is needed for the GO Rail line along the Barrie corridor. To allow for a new two-way, all-day rail service, infrastructure upgrades are needed. Metrolinx retained Cole Engineering Group Ltd. to provide engineering services for the installation of two pedestrian tunnels at the Maple GO Station in Vaughan, Ontario, which is the third station on the line.

The tunnels will connect users to a future second platform and track. Metrolinx’s key requirement was to have these installed without any service disruptions and minimal discomfort to GO users. To help meet these requirements, the installation of the prefabricated concrete tunnels was done using an open-cut method. The two tunnels were success-fully installed over two 55-hour windows, after the final Friday train had departed and before the first Monday train.

MAPLE GO STATION Pedestrian Tunnel Installation

32 ACCOLADES

Nominees

DILLON CONSULTING LIMITED Pier 7 and 8 Boardwalk & Transient Docks, City of Hamilton WaterfrontHamilton, Ontario’s West Harbour has traditionally been an important location for economic and cultural growth in the city. However, in recent decades, a lot of industry has departed, resulting in large underutilized and often contaminated parcels of land.

The City of Hamilton’s 2020 Vision Plan recognizes that an attractive, diverse, vibrant and healthy waterfront is crucial to the city’s long-term prosperity. As part of this vision, the shoreline at the Pier 7 and 8 boardwalks and transient docks were redevel-oped and Dillon Consulting Limited served as the engineer of record on the project.

With this major redevelopment, the expectation is private-sector investment in things like mixed-use residential and commercial developments that will revitalize the waterfront.

Working in the water during the winter added complexity and risk, but there was no lost time due to injuries.

DST CONSULTING ENGINEERS INC. Ground Improvement Works, Municipal Infrastructure Development, Ottawa, ONA significant change in ground surface elevation and subsurface conditions were just some of the challenges the Burma Road extension (newly registered as Wanaki Road) in Ottawa, Ontario, presented. The site for the new road had a type of clay known to be sensitive and prone to significant deformations when overstressed by external load stresses.

The Canada Lands Company retained DST Consulting Engineers Inc. to provide engineering services for the roadway alignment, which was needed at the Wateridge Village housing development.

Given the variable ground surface elevation and challenging subsurface conditions, DST proposed a ground improvement design with strategically placed wick drains and pre-load as the most suitable solution to eliminate post-construction settlement. DST’s approach minimized future liability, allowed road construction to proceed faster, was cost effective and aligned with the aggressive project timelines.

HATCH Chaudière Falls Hydroelectric Redevelopment ProjectTo retire two existing hydroelectric generating stations on Chaudière Island in Ottawa, Ontario, Hatch was retained to perform extensive engineering services including: all design, procurement, plans, and specifications for the construction of a new 29-megawatt generating station. The facility includes a 200-metre long intake channel, a powerhouse with four EcoBulb turbines, a control room and electrical rooms.

As part of the work, the existing Ottawa bulkhead was demolished, while a new pedestrian-access bridge, several lookout areas and walkways were constructed. There’s also a landscaped public-use area that honours Indigenous culture and heritage.

Design changes were implemented to reduce fish and eel mortality, enhance fish spawning and facilitate environmental data collection, changes which all ultimately reduce the environmental footprint of the new facility.

Chaudière Falls Hydroelectric Redevelopment Project Ontario Consulting Engineering Awards

Volume 13 2018 33

Nominees

HATCH Enhancing Dam Safety in NepalIn Nepal, two devastating earthquakes in 2015 resulted in the deaths of an estimated 8,700 people and severely damaged about 115 megawatts of the country’s hydropower facilities.

The World Bank Group turned to the dam safety experts at Hatch to assist the Nepalese government in reducing the risks associated with its plans to develop over 15 gigawatts of hydroelectric power within the next 30 years in its efforts to become an energy superpower.

The Enhancing Dam Safety in Nepal project involved reviewing state-of-the-art safety practices and what was being done in Nepal, as well as site visits to projects that were damaged by earthquakes. Hatch then developed specific dam safety regulations and guidelines that will reduce risks at existing and new dams through enhanced operations, maintenance and surveillance practices.

HATCH Gilboa Pumped Storage ProjectOn the east side of Mount Gilboa, Israel, there’s a 300-megawatt pumped storage hydroelectricity facility that consists of a two-unit underground powerhouse, a six-kilometre long conveyance tunnel, a 500-metre deep surge shaft and upper and lower geomembrane-lined reservoirs that each have a storage capacity of 2.5 million cubic metres.

Hatch was retained to design the geomembrane-liner systems to have a service life of 40 years, which is 60 per cent longer than the typical geomembrane-liner service life. An initial design was decided against because of high construction costs and chal-lenges with performing maintenance.

Specialists with expertise in topics like geosynthetics, hydrotechnical and civil engin-eering were brought into the project. After extensive study, evaluation, assessment and modelling, a white-coated high-density polyethylene geomembrane was decided on.

The Gilboa Pumped Storage Project is the first white-coated geomembrane-lined reservoir in Israel.

Enhancing Dam Safety in Nepal Ontario Consulting Engineering Awards

Gilboa Pumped Storage Project – Reservoir Lining Design Ontario Consulting Engineering AwardsIBI GROUP INC.

Fort Chipewyan Swimming Pool ComplexCompleted in 2016, the Fort Chipewyan Swimming Pool complex in Fort Chipewyan, Alberta, is a point of pride for the community. IBI Group Inc. provided complete architectural and engineering services for the project, of which one of the objectives was to highlight the relationship of the building to the surrounding context.

The IBI team delivered a design that aligns with local Indigenous culture. One example of how it did this is a circular motif designed to anchor the link between an existing arena and the new pool. Inspiration was drawn from the sacred circle that represents balance, interconnectedness, environmental harmony and the four stages of human life within local Indigenous culture.

The facility was also designed to withstand the elements of the northern community, while extending the life-cycle and lifespan of materials.

34 ACCOLADES

Nominees

IBI GROUP INC. West Harbour StationThe West Harbour GO Station in Toronto, Ontario, is part of Metrolinx’s plan to expand service to the Hamilton and Niagara Falls area along the Lakeshore West corridor. As well, it was designed to provide special train service for select events in Hamilton during the 2015 Pan Am Games, support growth and meet future ridership demands for the greater Hamilton area.

This transportation hub had key design and construction objectives. IBI Group Inc. was tasked to address the site’s residential and urban juxtaposition and community context, passenger security and patterns of travel. Through careful planning and thoughtful consideration, IBI Group delivered innovative solutions and engineering excellence throughout the development of the station.

To be ready for the Games, an aggressive construction schedule was put in place, which was achieved in part by using prefabricated steel.

LEA CONSULTING LTD. Steeles Avenue East Bridge Municipal Class Environmental AssessmentTo recommend a design for the rail crossing on Steeles Avenue East between Kennedy Road and Midland Avenue in Toronto, Ontario, LEA Consulting Ltd. was retained for their consulting engineering services. Adding to the complexity of the project was that this had been studied twice before and each study recommended fundamentally different methods for crossing the rail corridor. LEA leveraged its 60-plus years of expertise in transportation planning, which allowed it to critically analyze what past solutions proposed.

The existing railway and conditions along Steeles Avenue East limit the movement of pedestrians, cyclists, transit and vehicles, which results in poor connectivity and congestion along and across the street.

The study evaluated alternatives to improve movement, connections and safety using the existing network and potential new infrastructure to benefit all modes of travel.

MORRISON HERSHFIELD Deep Energy Retrofits at Humber College’s Building NIn 2015, Humber College in Toronto, Ontario, developed an Integrated Energy Master Plan that had ambitious targets to reduce energy and water use by 2034. Part of this plan is the retrofit of Building N, a 98,000 square foot, three-storey building.

Using a whole-building (holistic) energy approach that included extensive parametric energy modelling, Morrison Hershfield assisted Humber in selecting the five optimal strategies for implementing major energy improvements while solving major water penetration issues. Some of the actions taken included building envelope thermal bridge mitigation, additional insulation for opaque walls and roofs, and demand control ventilation.

This retrofit package is expected to reduce annual energy consumption by 29 per cent and greenhouse gas emissions by 43 per cent.

Morrison Hershfield identified additional strategies that the college has decided to implement in future projects.

Volume 13 2018 35

Nominees

MORRISON HERSHFIELD North Channel Bridge High Level DemolitionIn January 2014, a new low-level bridge was opened that connects Cornwall to Corn-wall Island, in Ontario, (the island is home to the Akwesasne Indigenous reserve). It replaced a high-level bridge that was located beside it, which was later demolished.

Morrison Hershfield was retained to provide comprehensive program management services through the initiation, execution and closeout phases of the North Channel Bridge High-Level Demolition. Duties included stakeholder and media relations, docu-mentation controls and management, quality assurance and control coordination.

For example, when contaminated fill materials were encountered at the existing approach ramps to the high-level bridge, Morrison Hershfield’s environmental team provided sampling, testing, analysis and reporting of the impacted soils. This provided the project owner with both qualitative and quantitative assessments of how the soils should be handled to ensure compliance with guidelines and regulations.

MORRISON HERSHFIELD Trans-Canada Highway Cycling LaneA demand for a more robust cycling network led the Ministry of Transportation of Ontario (MTO) to rehabilitate 10.5 kilometres of Highway 17 – the Trans-Canada Highway – and design five new sections of bike lanes totalling 30 kilometres between Blind River and Walford on the highway. Four of these sections were on-road lanes, while the fifth was an existing off-highway trail.

These sections of Highway 17 had recently been designated as part of the provincial cycling network and part of the province’s CycleON Action Plan, a strategy to make the province more cycle-friendly.

Morrison Hershfield was retained by MTO to undertake the detailed design, environmental assessment and contract preparation for the Trans-Canada Highway Cycling Lanes project, a significant restoration that was one of the first of its kind in the province.

THE MUNICIPAL INFRASTRUCTURE GROUP LTD. Friday Harbour Internal Sanitary Pump StationFriday Harbour Resort is a 240-hectare, all-season resort offering amenities like a marina, golf club, conference centre, several restaurants and a beach club in the Town of Innisfil, Ontario. The Municipal Infrastructure Group Ltd. provided design services for new water, sanitary and stormwater facilities.

The internal sanitary pumping station was designed to accommodate sanitary flows from the existing and proposed development areas within the resort and surrounding shoreline communities.

Given that the pumping station is located next to a proposed Lake Club, it was important to match the club’s architectural design, such as its use of tiles. For the pumping station’s roof, a floating glass structure was used to provide a better view for patrons looking at it from the club. Having a pumping station that matched the look and feel of the resort, while hiding its purpose, was key.

r

2018 Ontario Consulting Engineering Awards

Friday HarbourInternal Sanitary Pumping Station

Submitted By: The Municipal Infrastructure Group Ltd.

Client: Geranium Corporation

Date: December 8, 2017

Submitted To: Consulting Engineers of Ontario

Award of Merit - Environment

36 ACCOLADES

Nominees

THE MUNICIPAL INFRASTRUCTURE GROUP LTD. Friday Harbour Water Storage FacilityFriday Harbour Resort is a 240-hectare, all-season resort offering amenities like a marina, golf club, conference centre, several restaurants and beach club in the Town of Innisfil, Ontario. A new 3.7 million-litre water storage facility was needed for the resort and the northern and eastern surrounding shoreline neighbourhoods.

The Municipal Infrastructure Group Ltd. provided design services for new water, sani-tary, and stormwater facilities that were coordinated with the linear infrastructure that was designed by SCS Consulting Ltd.

Given the water storage facility’s location, there was an opportunity to use the facility as a landmark for the resort and the Town of Innisfil. Because the resort has dark-sky requirements, any lighting used to make the water storage facility’s lantern feature visible at night was made dark-sky compliant.

PARSONS CORPORATION Minto Bridges East & Centre RehabilitationDue to extensive deterioration to the structural steel floor system of both the Minto Bridge East and Minto Bridge Centre in Ottawa, Ontario, they have been closed to vehicular traffic since 2013.

The City of Ottawa retained Parsons Corporation to complete the rehabilitation design of the 115-year-old bridges, which are both designated as heritage bridges.

The rehabilitation achieved the project’s functional requirements of re-opening the bridges to vehicular traffic with a single load posting of 21 tonnes. Engineering achievements include durable and lightweight closed-deck systems that protect much of the existing structural steel members below deck from severe environmental exposure to de-icing salts. It also resulted in a much-improved riding surface for all roadway users over the existing open steel bridge deck grating. Stone masonry repairs to the abutments and pier were also accomplished during the restoration of these bridges.

SMITH + ANDERSEN Lazaridis Hall, Wilfrid Laurier UniversitySustainable design and energy efficiency were the key objectives Wilfrid Laurier University’s School of Business and Economics in Waterloo had in mind for Lazaridis Hall, its new home. The aim was to achieve LEED Gold Certification (Leadership in Energy and Environmental Design - Gold standard means achieving 60-79 points on the certification level), but there were other goals, such as long-term operational savings.

Smith + Andersen served as the mechanical and electrical consultant on the project. To achieve the goals, the company worked closely with Wilfrid Laurier University, Diamond Schmitt Architects, and VanBoxmeer & Stranges Ltd. Structural Engineers.

Some of the building’s features are an HVAC and building controls system that monitors and adapts to fluctuating heating and cooling load requirements, as well as silencers which were added to mechanical systems to absorb the sound of the air flow to improve the sound quality for lectures and ceremonies.

r

2018 Ontario Consulting Engineering Awards

Friday HarbourWater Storage Facility

Submitted By: The Municipal Infrastructure Group Ltd.

Client: Geranium Corporation

Date: December 8, 2017

Submitted To: Consulting Engineers of Ontario

Award of Merit - Environment

4

Sense of CommunityExternal reach into the community was a prominent theme in the development of Lazaridis Hall. The University was cognizant of the changing nature of the community surrounding the campus; Post-war, single-family homes share space with emerging multi-family residences and retail buildings. A key element to the design was an awareness of height limitation measures that would align Lazaridis Hall with existing and future buildings in the neighbourhood.

Along with its mindful outreach into the community, the campus wanted to invite the neighbourhood into the space by creating performance and gathering areas which would be available to the public. The airy, four-storey atrium is full of comfortable seating, natural light, and a relaxing bamboo grove. An outdoor roof terrace with bench seating overlooks the stunning glass atrium. Smith + Andersen took great care to provide mechanical, electrical, communications, and lighting solutions which would enhance the community atmosphere and draw students, staff, and the community into these unique spaces.

Social and Economic BenefitsLazaridis Hall provides much-needed space for one of Canada’s largest business schools to carefully integrate students as they are entering the workforce in Waterloo’s booming tech industry. The shared areas and communications design provided as part of the electrical scope promotes both digital and social collaboration of the students, providing endless opportunities for inspiration and partnership in innovative ventures.

Our Core ValuesA commitment to quality, sustainable design, and a client focus are three of Smith + Andersen’s core values. Lazaridis Hall was an opportunity to be part of creating an energy efficient hub for education, innovation and community. The comfort, functionality, and long-term sustainability of the systems designed for Lazaridis Hall are a testament to the role good engineering plays in society - creating fresh, bright spaces for the leaders of tomorrow.

CONTRIBUTION TO ECONOMIC, SOCIAL AND ENVIRONMENTAL QUALITY OF LIFE

2018 Ontario Consulting Engineering Awards Page 4 Minto Bridges East & Centre Rehabilitation

EXECUTIVE SUMMARY A. PROJECT OBJECTIVES, SOLUTIONS AND ACHIEVEMENTSThe City of Ottawa retained Parsons to complete the rehabilitation design of the 115-year old Minto Bridges East & Centre. The Minto Bridges, built between 1900 and 1902, consist of three separate steel “Camelback” through truss structures supported on stone masonry substructures. They cross the various channels of the Rideau River along Union Street between Stanley Avenue and King Edward Avenue. [See aerial photo 01]

Minto Bridge East is a 40m long single span bridge crossing the channel between Maple Island and Stanley Avenuein New Edinburgh,

Minto Bridge Centre is a 71.2m long two-span bridge crossing the channel between Green Island and Maple Island, Minto Bridge West is 52.2m long single span bridge crossing the channel between Green Island and King Edward

Avenue in Lowertown.

The Minto Bridges were designated by the City of Ottawa as heritage bridges under Part 4 of the Ontario Heritage Act for their significant historical importance, as they were once part of the ceremonial route of the Governor General from Rideau Hall to Parliament Hill, and for their architectural interest (e.g. decorative railings and cresting with finials above the end portals of the trusses), and are also registered on the Ontario Heritage Bridge list.

Presently, in addition to carrying Union Street between the New Edinburgh community and King Edward Avenue in Lowertown, the Minto Bridges serve as an important pedestrian/cycling link between National Capital Commission (NCC) and City of Ottawa recreational pathways located on either side of the Rideau River. The bridges also provide access for vehicles, pedestrians and cyclists to the rear of the Global Affairs Canada (GAC) John G. Diefenbaker Building at 111 Sussex Drive, located on Green Island.

With the rehabilitation of Minto Bridge West completed in 2013 - (another Parsons’ design) - this project’s objectives were to:

Repair Minto Bridges East and Centre and their approaches to the extent feasible, practical and economical inaccordance with current standards to extend the service life of these 115-year old heritage bridges, and

Re-open the bridges to vehicular traffic with a triple load posting of at least 16/26/30 tonnes.

[right] The bridges had been closed to vehicular traffic since November 2013 due to extensive deterioration to the structural steel floor system members of both bridges, forcing vehicles to detour to adjacent bridges on Sussex Drive or St. Patrick Street.

The rehabilitation of Minto Bridges East and Centre achieved the project’s functional requirements of re-opening the bridges to vehicular traffic with a single load posting of 21 tonnes. To meet the project’s objectives, solutions recommended and engineering achievements integrated into the infrastructure by the project team included:

Durable and lightweight closed deck systems to protect much of the existing structural steel members below deckfrom severe environmental exposure to de-icing salts and provide a much-improved riding surface for all roadwayusers over the existing open steel bridge deck grating;

The use of fiber-reinforced polymer (FRP) pre-fabricated deck panels with an aluminum oxide wearing surface- - the first use of an FRP deck on a City of Ottawa vehicular bridge;

Localized structural steel repairs that were carried out to ensure the structural integrity of the bridges; Abrasive blast cleaning and complete recoating of the existing structural steel were undertaken to protect the

structures long term from corrosion; Stone masonry repairs to the abutments and pier were completed to preserve these original components; Timber plank sidewalk replacement in-kind was completed to improve the walking surface and safety of pedestrians,

while still maintaining the original material used on the bridge; and

Volume 13 2018 37

Nominees

WSP CANADA INC. Environmental Monitoring for the 2nd Conces-sion Road and Infrastructure ImprovementsThe 2nd Concession Road and Infrastructure Improvements Project involved trans-forming a six-kilometre section of two-lane rural roadway in East Gwillimbury, Ontario, to a four-lane urban street in Newmarket to prepare for the expected urban-ization of surrounding lands.

Besides upgrading the roadway, the project included new sanitary and storm sewers, watermains, road widening and re-grading, a high-level bridge to cross the East Holland River, an overpass at the Metrolinx Barrie Go train line and community walking trails.

WSP Canada Inc. was responsible for environmental monitoring, which included pre-construction assessments and monitoring during construction to ensure mitigation against adverse effects. These measures were successful and saw achievements such as the protection of environmentally sensitive areas, the restoration of a trail and the pres-ervation of water quality within water supply wells.

WSP CANADA INC. National War MemorialAfter Parliament Hill in Ottawa, Ontario, the National War Memorial is the second most important ceremonial site in the city. The National Historic Site was completed in 1939 to commemorate Canadian lives lost in the First World War. In 1980, the Tomb of the Unknown Soldier was added.

In 2016, Public Services and Procurement Canada awarded a project to restore, rehabilitate and upgrade the plaza and cenotaph to be structurally sound for that year’s Remembrance Day ceremonies.

Given the site’s importance, repair and maintenance was carried out with much care and sensitivity. Through innovative engineering analysis, WSP Canada Inc. verified the seismic performance of the monument, allowing for restoration without comprom-ising the heritage fabric.

A life-cycle cost study determined that based on a 100-year life, the long-term cost was less than half of conventional structural solutions.

2018 Ontario Consulting Engineering Award SubmissionCategory: Environment

2nd Concession Road and Infrastructure Improvements Project

Submitted to Consulting Engineers of OntarioSubmitted by WSP | December 8, 2017

2018 Ontario Consulting Engineering Award SubmissionCategory: Building Engineering and Science

National War Memorial

Submitted to Consulting Engineers of OntarioSubmitted by WSP | December 8, 2017

WSP CANADA INC. Ground Run-Up Enclosure, Billy Bishop Toronto City AirportAs part of maintenance efforts, airplane mechanics perform what are known as engine run-ups, which are checks that create significant noise. For neighbourhoods located close to airports, these run-ups can be bothersome.

To reduce the impact of these run-ups on neighbouring communities, WSP Canada Inc. was engaged to provide engineering services for the construction of a Ground Run-Up Enclosure at Billy Bishop Toronto City Airport in Ontario. The facility is a three-sided, open-top facility that dramatically dampens the acoustic impact from engine run-ups while mechanics perform inspections. The steel-framed structure is lined with acoustic panels designed to absorb engine sound and reduce noise in the surrounding community.

Located on the southwest side of the airfield, the facility is the second of its kind in Canada, and one of approximately 50 worldwide.

38 ACCOLADES

Professional Services Directory Atkins + Van Groll Inc. ............................ 27 www.atkinsvangroll.com

C.C. Tatham & Associates Ltd. ................ 11 www.cctatham.com

Concrete Floor Contractors Association ....29 www.concretefloors.ca

Decast .......................................................... 7 www.decastltd.com

Eramosa Engineering ................................21 www.eramosa.com

Hub International ...................................... 27 www.hubinternational.com

Hugh Wood Canada Ltd. ......................... 19 www.hwcanada.com

Manulife Financial ...........Inside Back Cover www.manulife.com/ceoD1

Notarius .....................................................25 www.notarius.com

Ontario General Contractors Association .......................... 15 www.ogca.ca

Ontario Society of Professional Engineers .....Inside Front Cover www.ospe.on.ca

Parsons .......................................................21 www.parsons.com

Pro-Form Insurance Services .................... 27 www.proformsinclair.ca

R.J. Burnside & Associates Limited .......... 13 www.rjburnside.com

Robinson Consultants Inc. .......................... 9 www.rcii.com

Terraprobe Inc. ............................................ 7 www.terraprobe.ca

Valcoustics Canada Ltd. ........................... 17 www.valcoustics.com

XL Catlin .....................Outside Back Cover www.xlcatlin.com/dp-ca

WSP ........................................................... 19 www.wsp.com

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