< PreviousMarine construction – a combination of harsh environment and special considerations. North America has plenty of coastline and the demand for construction in the marine environment isn’t going away any time soon. Yet we don’t often consider or even think about what goes into the design and construction of the structures that bridge our waterways, line our shores and allow the docking of our largest cargo ships.Floating ExcavatorSEPTEMBER 201810Written by Nicholas Parker I recently had the pleasure of interviewing an engineer who specializes in exactly this sort of construction. Kasey Gignac, P. Eng, didn’t initially set out to be a structural engineer who specializes in marine construction but, she shares, “I always knew I wanted to be an engineer. Getting into the marine construction sector was a complete fluke that happened by chance.” Ms. Gignac was a junior engineer working for CBCL Limited, an engineering consulting firm based in Atlantic Canada, who was just lucky enough to be paired with senior engineer Greg Peters to work on the marine construction projects CBCL was undertaking at the time. Ms. Gignac is a native of Nova Scotia and attended Dalhousie University in Halifax where she obtained her B Eng. in Civil Engineering. She credits her parents for fostering her interest in construction and science at an early age, saying, “I was always drawn to books of house plans and inter-ested in construction, I knew from a young age that I wanted to be an engineer.” Ms. Gignac currently works at New Brunswick Community College (NBCC) in the Building Engineering Technology program in Moncton, where she serves as head instructor for the Structural Engineering Technology program. Her role at NBCC has allowed her to marry two of her passions: engineering and teaching. It was difficult for her to leave the consulting field, but the opportunity to teach in her field was one that she simply couldn’t turn down.When asked about some of the unique and special consider-ations of the marine engineering and construction fields, Ms. Gignac explained that, “The very harsh environment, ice floes, tidal ranges, rising sea levels and working over water all make for challenging design and work conditions which make the marine construction field unique.” Additionally, everything about the marine con-struction sector is big – from the forces applied to structures, to the vessels and equipment that dock at or operate on wharves, to the structures themselves. Kasey Gignac11CONSTRUCTION IN FOCUS We can’t typically see the sheer size of marine structures as they often spend their entire lifecycle partially or primarily submerged beneath the waves of our waterways and oceans. While structures fundamentally behave the same whether built on land or in water, the specialized knowledge required to design and build structures for the marine environment is quite unique in the construction world. “Coming out of school as a civil engineer, I had to learn about marine lingo and familiar-ize myself with things like berthing procedures, bulbous bows, fore and aft and a whole lexicon of unique and specialized ter-minology that’s not found anywhere else in the design world,” Ms. Gignac explained. Her understanding of vessels is some-thing she had to learn as she went along in order to succeed as a structural engineer in the marine sector. To be sure, the challenges presented by marine construction are different than with structures on land. The unknowns present in a marine setting are unique. Geotechnical assess-ments – that is, the assessment of the earth below ground for the purposes of foundations for structures – are much more difficult when they have to be done many metres under water and it’s a lot tougher to be certain of the depth of bedrock, for example. Other factors, such as occupancy and loading, can be much more difficult to predict on a marine structure compared to a typical building. Large ships, shipping containers, cranes, and similar make designing for live loads much more challeng-ing to a designer of a marine structure. Ms. Gignac also pointed out that, while not entirely unique to marine construction, building over, around and right next to existing structures is very common in the field. Often, it’s impossible to fully remove an existing marine structure or to perform a full pile extraction as this might affect slope stabili-ty and the integrity of back land infrastructure. Finally, another distinct challenge for marine designers, at least in Canada, is the lack of a uniform design code for marine structures (like the National Building Code of Canada). At present, Canadian designers and engineers often have to combine or interpret codes from the U.S. (Unified Facilities Criteria, for example) and the U.K.With all the unique challenges and differences present in marine design, Ms. Gignac is particularly proud of her work on the expansion of the Irving Oil Terminal in St. John’s, Newfoundland, one of her last and largest projects while employed at CBCL. The terminal expansion was a major project for CBCL that involved the design of a reinforced concrete piled wharf, engineered fendering system and slope stability and protection to serve as a marine gas oil (MGO) terminal (a refuelling station for vessels) in the St. John’s harbour. CBCL provided design and services during construc-tion for the terminal project which also included all of the back land services (municipal services) for the project – elements like road access to the wharf, drainage, security fencing and all other amenities required for the operation and maintenance of the terminal. This also included all of the piping infrastruc-ture necessary to get the MGO product to the terminal so it can be used in the refuelling of vessels. The design had to be flexible as well; the terminal needed to be built in such a manner as to allow for future development and expandability.One of the interesting design elements of this particular project was the use of what’s called a combi wall, or combination wall. A combi wall is a combination of sheet piles and circular piles driven into the ground which act as a retaining wall to aid, in this case, in slope stability of the site. Slope stability was of concern for the design of the terminal and so the decision was made to use the combi wall, something that isn’t terribly common. Ms. Gignac lamented jokingly that, “Everything that’s time consum-ing, interesting, challenging and fun about marine design never gets seen.” In this case it was the combi wall – vitally important and, like much of what engineers design, out of sight. Irving Oil TerminalSt. John’s, NewfoundlandOcean Corrosion“The specialized knowledge required to design and build structures for the marine environment is quite unique in the construction world.”SEPTEMBER 20181230 BY 30Engineers Canada is working to increase the repre-sentation of women within the engineering field through its 30 by 30 initiative. The initiative’s goal is to raise the percentage of newly licensed female engi-neers to 30 percent by the year 2030; presently this figure sits at 17.0 percent, and has held steady at this rate over the last three years. “30 percent is univer-sally held as the tipping point for sustainable change,” according to Engineers Canada, and “reaching 30 by 30 will help drive the shift in the overall membership of the engineering profession as more and more women continue to enter the profession.”The 30 by 30 initiative has received national support across all provinces and territories, and Engineers Canada “works with engineering regulators and other stakeholders to facilitate a national vision on this issue.” It targets the academic world at both the K-12 and undergraduate levels, regulatory bodies such as Engineers Geoscientists Manitoba, Engi-neers Nova Scotia, and APEGNB, places of employ-ment, and even Girl Guides Canada to “work with or recognize organizations that make significant progress in increasing women in engineering.” Visit to find out more.Ms. Gignac is confident that the marine construction industry as a whole is growing and will always be of importance, par-ticularly in her region; they call them the Maritime provinces for a reason after all. One unfortunate trend she’s observed is the low representation of women in the field of engineering as a whole; presently, women comprise less than 13 percent of pro-fessional engineers in Canada, according to Engineers Canada. Helping to combat this trend is the initiative 30 by 30 (see sidebar for more details) which aims to see this number rise to 30 percent by the year 2030. Ms. Gignac has been involved with the 30 by 30 initiative for several years now and acts as a mentor to young girls, even helping young Girl Guides obtain their engineering crest.Certainly, the marine construction and design fields are unique in the engineering and construction world, and the need for individuals with the specialized knowledge, skill set and experience to work in this field won’t be going away any time soon. According to the World Resource Institute, Canada and The United States combined have approximately 399 000 kilometres of coastline, representing a tremendous amount of potential for marine construction and development. There will always be a need for the construction and remediation of marine structures along our shores. 13CONSTRUCTION IN FOCUS Among large-scale building projects, some of the most challenging are in the field of marine construction. Ports, wharves, cranes, piers, floating docks, breakwaters, retaining walls, dredging, pile driving, seawalls, creating boat houses – these are just some of the challenges faced by specialist marine construction companies in what is undoubtedly one of the most hazardous jobs on land – and in the water.Written by Robert HoshowskyAs with any substantial construction project, considerable advance planning is absolutely necessary to ensure works are not only carried out according to schedule, but with the utmost respect for safety for workers, clients, and anyone in the vicinity. From thorough preconstruction planning to design, construction management and a host of other services, marine construction requires considerable expertise. Preconstruction requires setting schedule deadlines, reducing budget risks, and identifying any potential safety hazards.Long before construction starts, a plan needs to be in place to address the many unique challenges faced by marine specialists. Depending on location, these can include dredging, de-watering, sta-bilizing riverbanks, designing and installing engineered retaining walls, diverting waterways, and more. Another growing issue for marine construction firms worldwide is the preservation of natural habitats and the safety of wildlife. Global initiatives are in place to minimize potential harm to every-thing from fish and waterfowl to tortoises, sea lions, seals, whales, and other creatures calling streams, rivers, lakes and oceans their homes.SEPTEMBER 20181415CONSTRUCTION IN FOCUS Considering the many end uses of marine construction projects – including oil docks, container terminals, bulk termi-nals, wharves, and cruise terminals to name just a few – the facilities must be not only well-engineered and constructed, but built to last for decades, withstanding considerable daily use and exposure to the elements.From relatively small works such as steel floating docks all the way up to ferry terminals, shipyards, maintenance facilities and massive cargo ports, marine construction demands consid-erable expertise and coordination with engineers and other experts skilled in a variety of disciplines, including marine struc-tural projects, coastal engineering, project management, and how marine systems interact with the environment. Marine construction projects are multidisciplinary efforts, requiring significant planning, procurement, engineering, construction management and other considerations.Along with well-planned marine construction projects, many specialists offer a range of services to keep these facilities in good order, such as underwater concrete work and grouting, repairing groynes (low, rigid walls extending from shore into the sea to control erosion or drifting), and other required upkeep. It is not unusual for marine companies to perform services such as maintenance dredging and hauling, for example, along with pile driving, logistics services, crane work, and more, depend-ing on client requirements. Projects such as wharf extensions, ship docks, and bridges are massive, multi-million-dollar under-takings taking months or even years to complete. In many cases, these and other marine construction projects require the demolition of existing structures, thousands of cubic yards of new concrete, flat sheet piles, backfill, compaction, fender installation, bulkhead walls, pre-cast concrete panels, concrete pile foundations, utility work, and more.In many instances, marine construction crews have to deal with more than water itself, as not all ports and wharves are located adjacent to warm places like Cozumel in Mexico. In locations such as the Barents Sea, located off the northern coasts of Norway and Russia, there is considerable gas and oilfield devel-opment. Unlike in warmer climates, conditions can be extreme-ly cold, making marine construction activities slower and much more likely to result in serious safety risks to workers.“Facilities must be not only well-engineered and constructed, but built to last for decades, withstanding considerable daily use and exposure to the elements.”SEPTEMBER 201816Closer to home, in the United States for example, marine con-struction activity is increasing for a number of reasons. A great deal of American infrastructure – from highways to bridges to marine ports – was constructed in the post-World War Two years and, having been subjected to extensive use for almost 70 years in some cases, is in urgent need of rehabilitation or replacement. Unlike other types of infrastructure such as roads, for example, marine contractors face the same weather chal-lenges in addition to a host of other hurdles, like strong winds and tides, saltwater, and the constant threat of slip-and-fall acci-dents. Operating heavy machinery on land brings risks; operat-ing near water on often unstable soil increases those risks.Fortunately in the U.S., the Occupational Safety and Health Act (OSHA) has safety guidelines targeting marine construction and identifying potential worksite hazards. These include slip and falls, transportation incidents, overexertion, and exposure to harmful substances or environments. Additionally, OHSA has information relating to the safe use of cranes and derricks in marine construc-tion, along with guidance on deck safety and spud barge safety (vertical steel shafts holding deck barges in place).For marine construction specialists, it is not unusual to work in less than ideal, even hostile, weather conditions. Saltwater is no friend to marine infrastructure, and accelerates not only the corrosion of steel, but also the deterioration of concrete structures. Metal reinforcement within concrete in or near bodies of water is affected by rust much more quickly than on land, as ions in salt can rapidly penetrate even thick sections of concrete, accelerating decay. Fortunately, materials which are highly resistant to these salts are increasingly being used in marine construction, including fibre reinforced polymer (FRP).Made from a collection of composite materials and fibres such as synthetics, carbon, and even glass embedded in resin, using FRP results in greater strength and the end product being light-weight, nonconductive, and corrosion-free. Used in the boating industry for decades, FRP is gaining popularity in marine infra-structure construction for its durability, longevity, sustainability, and cost-effectiveness, as it requires very little maintenance.Out of necessity, marine construction experts are making greater advances than ever before. From luxury ocean liners to cargo vessels, ships are getting much larger, requiring larger and larger ports. To keep pace, much of the machinery used for dredging and land reclamation has also become much bigger and more efficient, largely due to investment and consolidation in the industry. Additionally, the construction of marine structures has become increasingly modular, resulting in projects being con-structed at a much faster pace. And while speed and efficiency continue to increase, companies and employees alike need to continue to respect safety on all projects, on land and on sea.“Saltwater is no friend to marine infrastructure, and accelerates not only the corrosion of steel, but also the deterioration of concrete structures.”17Written by Margaret Patricia Eaton Applewood Glass & Mirror is an industry leader in the architectural glazing industry. The company manufactures a wide range of aluminum and glass fenestration products at its newly renovated state-of-the-art manufacturing facility located in the Meadowvale Business Park in Mississauga. In addition, it sources high-end speciality fenestration products from international companies with which it partners, and installs the products it manufactures or sources.When the Italian surname ‘Menecola’ is coupled with the word ‘glass’ it conjures images of the glassblowers of Murano, near Venice. But when asked if there was a connection between Applewood Glass & Mirror, founded by father and son, Lorenzo and Anthony (Tony) Menecola in 1979, and the Italian glass tradition dating back to Roman times, Tony Menecola, company president, says no. “My father came from a metal background. He was a blacksmith in Italy before, and when he came here he worked for window fabricators in the aluminum and steel business,” he explains. Still, Applewood has completed award winning architectural glass projects which suggests if the Menecolas didn’t bring the skill with them, they certainly brought a respect and appreciation for glass.In Mississauga, the elder Menecola formed a company with three others in the early 70s, but as his son recalls, after eight years in a situation where he wasn’t entirely happy, he decided it was time to get out and form his own company with his son. The timing was fortuitous as the younger Menecola was completing studies in business adminis-tration and industrial engineering at Toronto’s Humber College, a leader in polytechnic education. That combined with the industry knowledge and experience his father had acquired dating back to 1955 in Italy, along with relationships he’d formed with builders and general contractors in the GTA, spelled success for the fledgling company.SEPTEMBER 20181819CONSTRUCTION IN FOCUS Next >