It was thumbs-up as the Sikorsky S58T lifted off from the Brampton, Ont. hangar Sprint Mechanical shares through a partnership with Four Seasons Aviation.

In early May, members of Quebec’s crane operators union drove their rigs through the streets of Montreal en route to a protest on the steps of the Premier’s office voicing their opposition to recent changes to training regulations. The new regulations make it easier for journeypersons from other trades to enter the crane field, and allow in-house training to be utilized. The changes have been enacted in anticipation of an upcoming labour shortage.

The Crane Rental Association of Canada is celebrating its 20th anniversary at The Fort Garry Hotel in Winnipeg from June 6 to 9, 2018. The milestone conference and annual general meeting will feature the first-ever CRAC Safety Awards; the Boom Dolly Research Committee Report; a presentation on the future of EN13000; a review of the latest update of the CSA Z150; and the latest developments at Manitex.

The North American off-highway equipment market is expected to grow by almost 55% from 2017 to 2022, according to a recent forecast by Off-Highway Research. Forecasted sales of construction equipment for North America are expected to grow from 173,188 units in 2017, up to 267,350 units in 2022.

A Halifax developer’s brand new tower crane is playing a key role in the construction of 400 luxury apartment units.

When the crane used to erect the new Johnson Street Bridge in Victoria crossed the Strait of Georgia from its home base in Vancouver, it didn’t take the ferry.

Crane companies with operations in British Columbia are gearing up for renewed activity on the Site C dam following a provincial government decision in late 2017 to proceed.

Canada’s abundant natural resources are just beginning to be tapped, and, as a greater exploration of mineral and energy sources ramps up, the country will have a need for more heavy construction equipment, including cranes, crane trucks, and related equipment.

For more than a century, the Vancouver Public Library (VPL) has been dedicated to offering free access to reading materials to residents in the Vancouver area, while promoting the joy of reading and learning to all.

Cranes will be modest in size, but hard working, when crews refurbish four bridges on Crowchild Trail, a major roadway in Calgary over the next two years.

Cranes and heavy construction have long been stereotyped as “men’s work,” and the demographics of the industry could enforce that perception. The industry is fairly dominated by men. But that perception is changing, as more and more women are establishing themselves as driving forces within their companies and within the industry as a whole.

To better meet customer demands, Link-Belt Cranes has announced an upgrade to base rating of its 110-ton telecrawler to 120-ton. Shipments of the new TCC-1200 will begin fourth quarter 2018.   

The fabrication and attachment of wire rope end fittings onto a wire rope is a core competency of Unirope. With incomparable expertise and accumulated engineering experience in this space, Unirope can provide anything from a simple flemish eye splice which, forms the basics of a lifting sling, to complicated purpose-designed fittings for highly engineered lifting solutions.

Manitex International, Inc., a leading international provider of truck and articulating cranes, recently announced the expansion of its industrial crane line with the addition of the Manitex CD110 industrial carry deck crane.

Over the last several months, the Trump Administration has placed harmful tariffs on imports that are making a considerable impact on the equipment manufacturing industry.

CM Labs recently announced the release of its new Signaller Training Station, a simulation-based solution that is the only one of its kind in the industry.

Manitowoc has revealed the newest addition to its award-winning range of crawler cranes: the Manitowoc MLC100-1 crawler crane. The company debuted the crane at its Crane Days event in Shady Grove, Pennsylvania, showing how it’s the quickest crane to erect and decommission in its class, saving lifters valuable time on the job site.

Known for being rapidly deployable, HoistCam remote camera monitoring systems from Netarus LLC, now makes self-installation and troubleshooting even easier. The company recently launched a series of videos to complement its online support system and knowledge base of frequently asked questions.

J D Neuhaus (JDN), the world leader in air hoists, cranes, trolleys and monorail hoists, has further enhanced their remote control capabilities. This innovation will bring exceptional ease-of-use and convenience to users across all industries. Three remote control models are now available, RC-X, RC‑S and RC-SP, each comprising of a transmitter and receiver and all can either be integrated in existing JDN solutions or directly combined with a new JDN hoist.

This year’s Challenge consisted of mid-size, full-size and HD entries – 10 trucks in all – all vying for a win in what is now the 11th year of the Challenge. We tested 10 2018 pickup trucks covering the 2500 HD segment; two midsize and five full-size pickups completed the rest of the 2018 entries. A complete list of scores by model follow, revealing our choice for the winner of the 2018 Canadian Truck King Challenge.The Testing Method: As most readers know the Canadian Truck King Challenge does what we call “real world testing.” Our journalist judges drive the trucks on a prescribed course empty, then with payload and finally towing a trailer on this same route – one after the other, back to back. This year judges drove more than 3,000 km during testing while scoring each truck across 20 different categories. These totals are then averaged across the field of judges and converted to a percentage out of 100. The HD trucks and the midsize category used our usual Head River test loop; while half-tons were tested on a new loop in Halton Hills using the same method. Midsize trucks carried a payload of 500 lb. and towed 4,000 lb. The half-tons hauled payload of 600 lb and towed 7,000 lb.; while the 3/4-tons towed 10,000 lb. and used 1,000 lb. for payload.  The weights we use never exceed published manufacturer limits. Fuel Economy: Each year we use electronic data recorders during testing to capture real world fuel economy. An outside company, FleetCarma, collects, and translates the data from each truck giving us a unique fuel economy report. One that shows not only empty consumption, but also consumption while loaded and while towing. For these 2018 models, the study will be available in its entirety at our website: www.truckking.ca. 2018 Mid-Size TrucksThe midsize segment was particularly interesting this year as both the contenders were specific off-road models. Toyota supplied us with the Tacoma TRD Pro and Chevrolet sent us a ZR2 Colorado diesel. We were fortunate to get these early in the fall, when there was lots of rain and mud. As with all the contenders this year, we shot video matchups which you can view at our Youtube channel through our website: www.truckking.ca. Just look for Truck King. Links to all the 2018 test videos are listed there.  2018 Chevrolet Colorado ZR2 Engine: 2.8L Duramax diesel Horsepower: 186 Torque: 369 lb.-ft. Transmission: 6-speed automatic Drive: 4WD – 2-speed transfer case; front and rear electric lockers. Wheelbase: 128.5-in. Cab: Crew Cab – 4-door Box: 5’2” Rear axle ratio: 3:42 GVWR: 6,200 lb. Payload limit: 1,100 lb. Bumper tow limit: 5,000 lb. Special feature: Off-road tires; skidplates; suspension lift; DSSV shocks. Base MSRP: $42,215 Price as tested: $45,485 2018 Toyota Tacoma TRD Pro Engine: 3.5L V6 Atkinson cycle engine Horsepower: 278 Torque: 265 lb.-ft. Transmission: 6-speed automatic Drive: 4WD – 2-speed transfer case; rear locker. Wheelbase: 140.6-in. Cab: Double Cab – 4-door Box: 5’ Rear axle ratio: N/A GVWR: 6,000 lb. Payload limit: 1,000 lb. Bumper tow limit: 6,400 lb. Special feature: All-terrain tires; aluminum skidplates; Fox racing shocks. Base MSRP: $53,295.00 Price as tested: $53,295.00 2018 Half-Ton TrucksThe half-ton segment, which makes up the bulk of the Canadian pickup market, was fully represented in this year’s Challenge. We tested trucks from Ford, Chevrolet, Ram, Toyota and Nissan. Each manufacturer supplied a truck of its own choice. They decided which trim or accessory package to apply; as well as the choice of engine.2018 Ford F-150 FX4 Platinum Engine: 5.0L V8 Horsepower: 395 Torque: 400 lb.-ft. Transmission:10-speed SelectShift automatic Drive: 4WD; 2-speed transfer case; electric rear locker. Wheelbase: 145 in. Cab: Crew Cab – 4-door Box: 5’6” Rear axle ratio: 3:31 GVWR: 7,050 lb. Payload limit: 3,270 lb. Bumper tow limit: 13,200 lb. Special feature: Auto stop/start standard; adaptive cruise w/precollision. Base MSRP: $70,579 Price as tested: $78,699.00 2018 Chevrolet Silverado Z71 1500 LTZ Engine: 5.3L V8 Ecotec3 w/cylinder deactivation Horsepower: 355 Torque: 383 lb.-ft. Transmission: 8-speed automatic Drive: 4WD; 2-speed transfer case; Wheelbase: 143.5 in. Cab: Crew Cab – 4-door Box: 5’8” Rear axle ratio: 3:42 GVWR: 7,600 lb. Payload limit: 2,120 lb. Bumper tow limit: 11,700 lb. Special feature: Rancho shocks; underbody shield; hill descent; Wi-Fi. Base MSRP: $56,725.00 Price as tested: $65,075.00 2018 Ram 1500 Limited Tungsten edition Crew 4x4 Engine: 5.7L Hemi V8 w/MDS Horsepower: 395 Torque: 410 lb.-ft. Transmission: 8-speed TorqueFlite automatic Drive: 4WD; 2-speed transfer case; anti-spin rear diff; Wheelbase: 140 in. Cab: Crew Cab – 4-door Box: 5’7” Rear axle ratio: 3:21 GVWR: 6,900 lb. Payload limit: 1,388 lb. Bumper tow limit: 7,970 lb. Special feature: 4-corner air suspension; RamBox.   Base MSRP: $63,895.00 Price as tested: $74,550.00 2018 4x4 Toyota Tundra DBL Cab LTD Engine: 5.7L i-Force V8 Horsepower: 381 Torque: 401 Transmission: 6-speed automatic Drive: 4WD, 2-speed transfer case, limited slip diff Wheelbase: 145.7 in. Cab: Double Cab – 4-door Box: 6’5” Rear axle ratio: 4:30 GVWR: N/A Payload limit: 1,500 lb. Bumper Tow limit: 9,899 lb. Special feature: 144L fuel tank.   Base MSRP: $55,690.00 Price as tested: $55,690.00 2018 Nissan Titan Pro 4X Engine: 5.6L V8 Horsepower: 390 Torque: 394 lb.-ft. Transmission: 7-speed automatic Drive: 4WD 2-speed transfer case, limited slip diff. Wheelbase: 139.8 in. Cab: Crew Cab – 4-door Box: 5’7” Rear axle ratio: N/A GVWR: 7,300 lb. Payload limit: 1,610 lb. Bumper Tow limit: 9,230 lb. Special feature: Pro 4X off-road package. Base MSRP: $63,050.00 Price as tested: $63,050.00    2018 2500-HD TrucksTesting of the Big Three HD diesel powered pickups took place during the first real cold snap in November. The weather was nasty. I remember thinking that for truck testing, in Canada, it was actually appropriate; because unlike magazine awards that come out of the deserts of California or Texas, Truck King is homegrown, tattooed red and white and very often frozen.2017 Ford F250 FX4 Lariat(*there are no changes for 2018) Engine: Power Stroke 6.7L V8 turbo-diesel Horsepower: 440 Torque: 925 lb.-ft. Transmission: TorqShift, six-speed, SelectShift automatic Drive: 4WD with selectable two-speed transfer case. Wheelbase: 159.8 in. Cab: Crew Cab – 4-door Box: 6’ 9” Rear axle ratio: 3.55 with electronic differential locker switch GVWR: 9,900 lb. Payload limit: 3,350 lb. Bumper tow limit: 17,600 lb. Special feature: FX4 adds off-road tires and underbody protection. Base MSRP: $62,249.00 Price as tested: $92,364.00 2018 Chevrolet Silverado 2500 LTZ Z71 Engine: Duramax 6.6L V8 turbo-diesel Horsepower: 445 Torque: 910 lb.-fat. Transmission: Allison six-speed automatic Drive: 4WD with two-speed transfer case with hill descent control. Wheelbase: 153.7 in. Cab: Crew Cab 4-door Box: 6’6” Rear axle ratio: 3:73 with auto-lock differential GVWR: 10,000 lb. Payload limit: 2,513 lb. Bumper Tow limit: 13,000 lb. Special feature: Z71 adds off-road tires, skid plates & Ranchero shocks. Base MSRP: $ 62,865.00 Price as tested: $ 79,805.00 2018 Ram 2500 Limited Tungsten Edition Engine: Cummins 6.7L I6 turbo-diesel Horsepower: 370 Torque 800 lb.-ft. Transmission: 6-speed automatic *note Ram still offers a six-speed manual Drive: 4WD with two-speed transfer case Wheelbase: 149.5 in. Cab: Crew Cab – 4-door Box: 6.4” Rear axle ratio: 3.42 with anti-spin differential. GVWR: 9,900 lb. Payload limit:2,380 lb. Bumper Tow limit: 17,160 lb. Special feature: auto-leveling rear air suspension. Base MSRP: $69,995.00 Price as tested: $92,105.00   About the winner:  2018 Chevrolet Silverado 2500 LTZ Z71The winner of this year’s challenge is a truck that has been refined year after year adding technology and improving its diesel engine. It’s now, in the opinion of the judges, the best 2500-series HD hauler on the market. This 2018 version of the Silverado HD came to us equipped with a new generation of the 6.6L V8 turbo-diesel. It’s been redesigned with a new cylinder block and heads. Its oil and coolant flow capacity has been increased and the turbocharging system is now electronically controlled. Horsepower has increased to 445 and torque now reaches 910 lb.-ft. Ninety percent of both numbers are achieved at just 1,550 rpm.  A new two-piece oil pan makes the Duramax quieter and also houses an integrated oil cooler with 50 per cent greater capacity than found on the old engine. Of particular interest to Canadians will be the new Duramax cold-weather performance. With microprocessor-controlled glow plugs, the engine requires less than three seconds to preheat in temps as low as -29C. These new ceramic glow plugs adjust current to each plug based on outside temperature. This new engine continues to be coupled to the Alison 1000 six-speed automatic transmission, which has a stellar reputation. Also new is a redesigned air intake system which uses an integrated hood scoop that traps snow, sleet and rain. It drains it away from the breather allowing cool dry air to get to the engine without clogging it up. But past the mechanical updates, this Chevrolet impresses with the number of electronic driver assist features that make moving loads easier and safer overall.  Among many are: a new Digital Steering Assist that improves road handling; new tire pressure monitor system now includes a tire fill alert; all full Driver Alert Package including lane departure warning, forward collision alert, safety alert seat and front and rear park assist. GM’s longtime StabiliTrak stability control system has been updated to include rollover mitigation technology, a tie-in to the trailer sway control and hill start assist.Visual help is found in the Chevrolet MyLink with an 8-in. diagonal touchscreen. Of particular interest is the camera system that broadcasts on this centre mounted touchscreen (now standard on all models with cargo box). It shows reversing images that make hooking up easy – whether it’s to the bumper hitch or the in-bed fifth wheel. An around–the–truck view assists in parking maneuvers. While driving the signals now activate cameras in the mirrors showing images down the side of the truck, highlighting the blind spot. Other improvements include: an available Gooseneck/5th Wheel Trailering Prep Package that includes a spray-in bedliner. Electronic upgrades include wireless phone charging and remote locking tailgate and the 4LTG Wi-Fi right in the truck. Thank you and congratulations to all the participants and winners in the 2018 Canadian Truck King Challenge. For more detailed information on all of this year’s entries, please visit  www.truckking.ca.

Designed for excellent performance over a broad range of applications, the Crossover 8000 crane’s four-section main boom offers a 126-ft. (38m) length with a 189-ft. (57.6m) maximum tip height. Two available jib designs – fixed length 33 ft. (10m) and extendable  to 57 ft. (17m) – offer 0-, 15- and 30-degree offset positions, providing easier reach when lifting over objects. With a rated 80 US t (72.5 t) lift capacity at a 10-ft. (3m) radius, the crane provides the strong lift capacity.

RACE (Remote Assistance Control Effer) is the new connectivity system for Effer cranes, developed thanks to Progress 2.0 electronics, that allows you to always stay connected to your crane and to consult the data.

Gerry’s Truck Centre celebrated the opening of its new truck service and sales centre in Woodstock, Ont. with an open house earlier this month.

Nebraska’s Elliott Equipment Company has a long tradition of innovation. Today, that tradition continues as the company continues to develop newproducts for the material handling sector. With this year being the company’s 70th anniversary, president Jim Glazer spoke with us about the company’s past and future.

Ryan Burton has been servicing the heavy lifting needs of businesses across Western Canada for more than 25 years. The managing partner of the Bigfoot Crane Company in Abbotsford, B.C. has been operating cranes since 1992. “I worked with a road building company in British Columbia in Vancouver and we were building the Island Highway and just learned how to run cranes, pretty much self-taught, which is scary,” Burton recalls. “You look back at how I ran cranes, and other people ran cranes back in 1992, versus now, it’s incredibly different.” In 1997, Burton decided to leave the road building company he worked for to try his hand working as an operator for a crane rental company called Eagle West Cranes in Abbotsford, B.C. He worked his way up to a sales position and remained in that position for a few years before being promoted to a management position, and later, promoted again to the position of general manager. “I was looking after all of our crane operations in British Columbia,” Burton says. In 2011, Burton left Eagle West Cranes to run another crane company for three years, DLB Cranes, located in North Vancouver, B.C. and Regina, Sask. “We did lots of work in plants, mills and mines in Western Canada so I ended up spending quite a bit of time in the Prairies,” Burton recalls, adding that the company did a lot of work servicing potash mines in Saskatchewan and the oil sands in Alberta, renting crawler cranes, rough terrain cranes and all-terrain cranes. Then in 2014, another exciting opportunity presented itself. “Eagle West was selling their company,” Burton says. “They were selling all their mobile cranes to a company out of Houston called TNT Crane, and they had all the tower cranes that were still for sale, so they called me and asked me if I was interested in buying it.” The purchase of 100 per cent of the company was a little too much for Burton at the time, so he partnered with the former owners and secured a 50 per cent stake in the company, and took over running the operation. “At that point we renamed it to Bigfoot Crane Company,” he says. “I’ve been running Bigfoot Crane Company for just over three years now.” An active member In addition to running Bigfoot Crane Company, Burton’s busy schedule includes being an active board member for the BC Association for Crane Safety (BCACS). “I’ve been involved in that board since 2007,” he says. “It is the association that designed all the operator ticketing for British Columbia. We were the last province to have mandatory crane operator licensing, so we designed a special licence system to test operators in B.C.” Burton was named the BCACS Chairman of the Board in 2017 for a four-year term. As if he wasn’t busy enough, he’s also an active member of the Crane Rental Association of Canada (CRAC). “I’ve been a member there for 20 years and I’ve been on the board for four years now,” he says. “Now, I’m the secretary treasurer for the board there.” Burton says being an active member of the CRAC allows him the opportunity to form relationships with crane companies across Canada. “I can phone them at any given time and ask for help on certain things,” he says, adding that being able to get together and work on industry-related issues that affect companies across the country is a big part of why he’s such an active member of the CRAC. The majority of Burton’s work with the associations has revolved around improving safety within the crane industry. “It’s important to me for sure,” he says. “I’ve had really close relationships with our workers wherever I’ve been, and the thought of sending them out to unsafe situations everyday just scares the hell out of me. We do everything we can to make sure we’re safe; and the environments we’re working in everyday are safe.” Future goals with CRAC Although the CRAC’s annual conference is a great place to network with industry members across Canada, Burton says one of his goals is to continue growing the conference to include more value to its membership. “It used to be just a relationship association, but the last three years we’ve been changing the way we look at the organization, and its power to create synergies across the country. We’re changing it over to more practical  applications that are really serving the members,” he says. “We’re working on different safety committees – right now we’re working on a boom dolly committee, looking at the way to move cranes safely across the country. We’re looking at training, making industry aware of the products and services available to keep workers safe… we’ve gone from a relationship organization to relationships and finding ways improve the industry.” One initiative the CRAC is working on this year is the implementation of its first-ever safety awards, based on set criteria that use safety data collected by the association from its members. “If companies hit a certain benchmark that we’ve got, then they’ll be receiving a safety award from the Crane Rental Association of Canada,” Burton says. “The companies that are out there, being a good example, we want to have recognized.” Burton says being an active member within the CRAC can only make a business, and its owner, improve their operations. “The more engaged you get in it, the more it happens,” he says. “I started out in sub-committees working on different projects, then moving onto the board… the more time you spend with all these people, the more you learn, and the more value you’ll get.”

During the Crane Rental Association of Canada’s (CRAC) 2017 annual general meeting this past June, Ted Redmond was named the new chairman of CRAC.

When Mike Turnbull was offered the opportunity to join the Crane Rental Association of Canada’s executive board as treasurer and secretary last year, he was more than happy to take on those roles.

Darren Ritchie is a Canadian golf champion and, as of June 2016, a member of the New Brunswick Sports Hall of Fame. When operating the cranes on job sites with Irving Equipment, however, he says he’s just another guy in a hard hat.

New overhead cranes are key features of the recent expansion project of a New Brunswick heavy equipment attachment maker.

All those forms that employees are filling out aren’t doing a crane company any good if they’re simply placed in a filing cabinet and forgotten, says Adrian Bartha.

Over 100 years ago, Hawboldt Industries was founded in Chester, N.S. At its inception, the company used its foundry to produce equipment and vessels for the cod fishery. However, in the decades since, Hawboldt has evolved with the times and the market. Its most recent evolution: producing marine cranes.

Extech Instruments, (http://www.extech.com), a world leader in test and measurement tools, has announced the launch of two compact light meters making quality measurements of visible and ultraviolet light more convenient and accessible—for professionals and consumers alike. The LT505 is a wide-range, general-use light meter while the UV505 meter measures ultraviolet (UV) radiation in the UVA and B ranges. Unlike comparable meters, the new 505 meters can be stored practically anywhere, measuring 5.3" tall and 1.9" wide (133x48mm).

Workers using personal fall protection systems sometimes instinctively grasp their systems’ rope grabs during falls. Some commercially available rope grabs are manufactured with “anti-panic” features that enable the rope grabs to work properly by locking onto the lifeline even when they are grasped. Some workers use Prusik slings as rope grabs. A Prusik sling, however, does not have an anti-panic feature. Therefore, grasping a sling’s Prusik knot can prevent the knot from tightening around the lifeline, allowing the worker to fall. This bulletin explains the hazards of using Prusik slings as rope grabs, and discusses why it’s safer in most cases for workers to use rope grabs that meet CSA or ANSI standards and include anti-panic features. What is a Prusik sling? A Prusik sling is a length of rope with its ends secured together to create an “endless loop.” When used as part of a fall protection system, the Prusik sling is attached to a thicker lifeline by tying the sling into a Prusik knot (see illustration). You can freely slide a Prusik knot along the lifeline by hand, but it should tighten around the lifeline when the sling is pulled by its loop. In recreational rope systems, Prusik slings are used for various purposes, including lifeline ascent, fall arrest, and rescue. In the workplace, a Prusik sling can be used in place of a rope grab in a fall protection system in some circumstances. However, a Prusik sling has significant limitations. Prusik slings may only be used when the worker: • Is trained and proficient in creating a Prusik sling that is safe and appropriate for the fall protection system • Understands the Prusik sling’s functions and limitations Hazards of using Prusik slings in fall protection systems In order for a Prusik sling to restrain a worker or arrest a fall, the Prusik knot must tighten around the lifeline. Various factors may prevent a Prusik knot from tightening: “Death grip” — A falling worker may instinctively grasp the Prusik knot with a very strong, tight hold that prevents the knot from tightening, which prevents the sling from arresting the worker’s fall. For this reason, a Prusik sling may be better suited for a travel restraint system than a fall arrest system. Loose knots — A knot that is too loose, improperly dressed, or inadequately tied may slide freely along the lifeline without tightening. Icy ropes and debris — Ice or frost may allow the knot to slide freely along the lifeline without tightening. Keep the knot free from ice and from debris such as leaves, twigs, or soil that may prevent it from working properly. A Prusik sling that has arrested a fall may be damaged from shock-loading, melting, and burning. A fall protection system that has arrested a worker’s fall must be removed from service until it has been inspected and recertified as safe for use by the manufacturer or its authorized agent, or by a professional engineer. Safe work practices • When using a rope grab in a personal fall protection system, use one made to an applicable CSA and/or ANSI standard and equipped with an anti-panic feature. • Use Prusik slings as rope grabs only in rare cases where the nature of the work being done makes them the safest practicable option. • Properly tie, dress, and set all knots. • Keep Prusik slings free from ice and debris. • Follow the detailed instructions found in Guideline G11.5-4, Equipment standards — Prusik sling/Triple sliding hitch. Regulation requirements For requirements related to the use of Prusik slings as part of a personal fall protection system, see the following section of the Occupational Health and Safety Regulation and the related guideline (available at worksafebc.com): • Section 11.5, Equipment standards • Guideline G11.5-4, Equipment standards — Prusik sling/Triple sliding hitch Resources The following resources are also available on worksafebc.com: • An Introduction to Personal Fall Protection EquipmentEquipment • Toolbox meeting guide: Rope grabs

Courageous conversations with loved ones was the focus of the Crane Rental Association of Canada’s (CRAC) keynote speaker this morning during the association’s 20th Annual Conference and AGM being held this week in Winnipeg.

Labour, governments and employers must do more to curb fatalities and injuries on construction sites and other workplaces, Local 793 business manager Mike Gallagher said in remarks at a Day of Mourning ceremony April 27 at the union’s head office in Oakville.

Behaviour is one of the most common denominators for every organizational performance issue. It certainly is when it comes to safety. So often we see repeatedly poor safety performance and there is no sustainable change in behaviour because the focus is on the action and not the behaviour that led to the action. To curb the non-compliant behaviour we discipline without ever realizing what led to the behaviour. This makes it difficult to achieve desired changes in safety performance.

For the first time in more than a decade, tower crane professionals across British Columbia came together for the Tower Crane Industry Safety Conference, hosted by WorkSafeBC at the Sheraton Vancouver Airport Hotel in Richmond, B.C. on March 15, 2018.

Since the federal government announced that it would be decriminalizing marijuana for recreational purposes in July 2018, a mixed reaction has come from the provinces and territories, and across the public and private sectors.

According to the highly recognized Canadian crane safety organizations like the B.C. Association for Crane Safety, the ideal scenario is for crane organizations to establish an employee mindset to proactively engage all workforce members in the creation of a safe work environment.

A successful fleet safety program takes proper planning, communication, time and resources… but in the long run the benefits to your crane company are significant.

When a crane company tries to improve or re-engineer its safety management systems, it has to develop a planning process that will move the organization forward as it changes. This planning process needs to be activity driven … with daily, weekly, and monthly activities defined and consistently executed. Additionally, according to the Canadian Standards Association, effective safety management systems development should include “annual and multi-year planning to ensure an organization’s safety culture is consistently maintained and your overall safety management system is effective in identification and control of hazards and associated risks.”

It seems that the term “excellence” as it applies to risk management in the Canadian crane market commonly is misunderstood and poorly defined.

When the federal government first announced it was doubling down on infrastructure spending in the 2016 Budget - $60 billion in additional funds over 10 years for the construction of new transport and energy systems - one could feel an increase optimismfrom Canada’s construction sector. After all, more money for infrastructure spending should translate into more available contracts for everyone to bid on and create more employment opportunities in the sector, right?Well, so far this appears to be true - at least as far as overall employment numbers in the sector go. According to Statistics Canada’s Labour Force Survey, November 2017, employment in the construction sector was up 16,000, enjoying its second straight month of gains. But more importantly, that latest boost in employment brought the year-over-year gains in the sector to 50,000 jobs (or an increase of 3.6 per cent). Sounds like the feds’ plan to build employment through infrastructure investment is working, but it may have some issues. An additional $60 billion over 10 years is a lot of money to add to the funds already earmarked for projects, and that additional injection of cash may be creating a bottleneck for getting the funds where they need to go.According to recent articles by various news outlets across the country, the federal government is experiencing delays in getting funding for infrastructure spending out the doors of the federal treasury, about $2.14 billion worth of delays. The articles are based on a report that states that of the $5.3 billion that Infrastructure Canada had planned to spend in its last fiscal year (ended on March 31, 2017), that approximately 40 per cent of those funds were not spent. According to an article by the Toronto Star, about $1.48 billion of the $2.14 billion that was not spent was earmarked for “various large-scale projects, representing about 90 per cent of what the government expected to spend on things like new transit and water systems.” The Liberals argue that they are managing the flow of money to projects (which, of course, is expected of them); while the opposition critics have argued that the frozen funds are symptoms of a larger problem related to the federal government’s long-term infrastructure program. To be fair to the feds, some project delays (and therefore, spending delays) are completely out of their control. Some of the projects they pegged for funding have been delayed due to labour issues and bad weather.And since payment is often not released until projects are completed, the money has nowhere to go. And when projects are completed, the federal government sometimes requires receipts from cities and provinces before releasing funding, which creates additional delays. That said, it sounds like there may be a piece or two missing from the Liberals’ infrastructure program’s spending chain for getting the funding where it needs to go in an efficient manner.With such a significant increase in funding earmarked for projects, perhaps more resources are required at various government levels to get all these receipts where they need to go? Whether its an increase in administrative staff at the municipal, provincial or federal levels, improved software programs for processing receipts, or an overhaul of the entire workflow processes for funding releases, the federal government may need to figure out quicker methods to get the money in the hands of the right people so it can hit its spending targets.Despite the slower pace to the release of funds, the feds’ infrastructure plan does appear to be helping the construction sector’s employment levels move in the right direction. And if the employment levels are moving in the right direction, then contracts are being awarded. And if contracts are being awarded, then the equipment purchase orders and rental orders are being submitted.Here’s to a prosperous 2018.

One the most startling revelations for a Canadian visitor to ConExpo-Con/Agg in Las Vegas this March was just how optimistic Americans we spoke with are about the new presidential administration in the U.S.

The election of Donald Trump as president of the United States has profound impacts for Canada’s economy. That’s because this country’s economic health depends heavily on trade.

It’s great that after over two years of work by the non-profit Asia Pacific Skills Table, and an infusion of nearly $800,000 in taxpayer money, a national demonstration of skills tests for mobile crane operators is ready to be put into action.

Something had to give with Vancouver’s overheated housing market. With the price of the average home soaring above $1.5 million, the B.C. government has imposed a 15 per cent surtax on buyers from outside Canada. Foreign buyers, especially those from mainland China, have been widely blamed for feeding the frenzied price increases.

The wildfire that struck Fort McMurray Alberta in early May and forced the evacuation of the entire city of nearly 90,000 people caught the world’s attention.

Nobody needs to be reminded that Canada’s economy is facing serious challenges. Nowhere are these challenges felt more severely at present than in Alberta.

Safety in heavy lifting has been a recurring theme for straight years now at the annual Crane & Rigging Conference Canada in Edmonton.

It’s difficult, if not impossible to predict the future. Well, astronomers can predict with great accuracy the timing of eclipses. But prognosticators in most other areas of human endeavor are about as accurate as astrologers.

Are you a talented, young professional in your company who wants to grow with SC&RA? Or do you know of a promising young industry professional? Applications are now being accepted for The Leadership Forum at the 2018 Crane & Rigging Workshop in Louisville, Ky. on Sept. 26. 

Registration is now open for the 2018 Crane & Rigging Workshop, Sept. 26-28, in Louisville, Ky.

There’s no doubt that cranes are one of the most expensive pieces of construction equipment to own and operate. From the initial cost of the machine itself, to the expensive and extensive maintenance schedule, the labour, certification, staffing costs of the operators, supporting employees, the costs of storing and transporting cranes from site to site, and, finally, the expense of running the cranes per hour. The costs can build up and quickly overrun your budget if you’re not careful.

The Ontario Road Builders’ Association (ORBA) is now accepting applications for its Civil Engineering and Civil Technology Scholarships.

Cranes are essential for large-scale construction projects in Canada, providing lifting power that makes the construction of roads, big buildings, and other major projects possible. Crane injuries and deaths happen in unfortunately high numbers each year, and almost all are preventable. 

Konecranes Training Institute has raised the level of its game in a major way with a move from the original location of 43 years to a new 13,000-square-foot facility adjacent to Konecranes service branch in New Berlin, Wis. Konecranes also has its nuclear and modernization groups located nearby.

The Crane Certification Association of America will hold its annual educational conference from March 18 to 20 in Tulsa, Oklahoma.

The 2018 Specialized Carriers and Rigging Association (SC&RA) Annual Conference will be held at the Boca Raton Resort in Boca Raton, Fla. from April 17 to 21 and is predicted to attract hundreds of the industry’s leading owners, CEOs and top managers.

The Specialized Carriers & Rigging Association (SC&RA) drew more than 630 attendees to Kansas City, Mo. for the SC&RA’s 40th annual Crane & Rigging Workshop, which took place at the Sheraton Kansas City Hotel at Crown Center.

Leavitt Machinery has acquired Alberta-based training company Crane Safety Limited. A representative for Leavitt says that the purchase, which was made official June 1, 2017, brings more expertise to their offerings.

Finishing touches have been put on a new tower crane and six-storey steel support structure at the Operating Engineers Training Institute of Ontario (OETIO) campus in Oakville, Ont.