Bot Construction kicks off 50th Anniversary with
Founder’s Day dedication
OAKVILLE — Bot Construction kicked off its 50th Anniversary year
celebrations on Feb. 9 with inaugural Founder’s Day events at company
locations across Ontario.
Management and employees of this longtime Oakville
business gathered at lunch to unveil a Founder’s plaque honouring the
memory and legacy of founder Silvio Bot and to recognize the accomplishments
of the organization since being established in 1957.
“As we begin to celebrate our 50th year in business,
it’s only fitting that our first event be the dedication of February 9 as
Founder’s Day, in recognition of the vision and determination of our
founder, Silvio Bot who was born on this day in 1925,” explained Roy Bot,
President, Bot Construction Limited.
Reflecting on the company’s history, Roy extended
appreciation to employees gathered at the Bot Safety Centre on Speers Road
in Oakville, and to those at other locations. He remarked that, “today our
heart and minds are filled with the memories of what we set out to do, what
we have accomplished and with the passion to continue to build our
organization in the future.”
Bot Project Managers hosted similar employee Founder’s
Day events at company locations in Parry Sound, Wawa, South River, St.
Catharines/Niagara and Ajax/Port Hope.
Bot Construction’s 50th Anniversary logo, the elements
of which include three intersecting arches symbolizing the structures built
by the company, the continued stewardship of the company by the children of
the founder (Roy and Steve Bot and Nancy Mercanti) and the commitment of the
company’s employees, was introduced to employees in December 2006. The
Feb. 9 event also included raising the company’s 50th Anniversary flag. It
can now be seen flying alongside the Canadian maple leaf at the Bot
construction head office on Speers Road.
During a speech honouring his father, Silvio, as well as
his employees, Roy had this to say: “On this day, we also want to
recognize you and all those who have served our company, and worked to make
his dream — of building an independent organization that is known as one
of the best in our industry — a reality.
“Achieving the 50 year mark is a special accomplishment
— especially in these times of rapid change, business consolidation and
fewer and fewer independent firms. We are honoured to now be in the ranks of
those organizations that have proven their resilience.
“Bot Construction has been a family-owned and operated business in
Oakville for 50 years. But 50 years ago, who started it, how and why?
“To understand Bot Construction, you have to understand
its founder.
“Silvio Bot was born on February 9, 1925 in Morsano al
Tagliamento, a small town of some 2,000 people in northern Italy.
“During World War II, Silvio’s wood working trade positioned him to
rebuild bridges and repair aircraft during that time. A couple of years
after the war, Silvio was given the chance to come to Canada. He landed in
Canada in 1948 and for the next two years, lived on a farm in the Chatham
area. His wood working skills became well known and soon he had his hands
full making repairs and improvements to local barns and houses.
“Silvio brought to Canada, as did many other
immigrants, a strong desire to produce and build things. He had strong work
ethics and had no fear of hard work.
“In the early 1950’s, a company called Halton Paving
Limited was formed. Work involving the construction of culverts continued
under this name for several years. Silvio, being a minority shareholder, had
bigger ideas than the other shareholders. As a result, Silvio moved on and
incorporated Bot Construction Limited in 1957. This was two years after I
was born.
“Silvio and his team were doing work along the Hwy 401
corridor between Windsor and Oakville, when the Ford Motor Company began the
construction of the Oakville plant. Having obtained a contract for some of
the site preparation work and to build some of the foundations at this new
Oakville Ford plant, he realized that this area would become a place of
continuing growth. So Silvio made the decision to permanently set up office,
shop and residency here in Oakville in 1957.
“We opened the main office at 1224 Speers in 1974. This
was a big step up for Bot Construction. Silvio never did get to see the
warehouse and Safety Centre facilities, but I am sure he would have enjoyed
them immensely.
The 1960’s and 70’s were the years when Northern
locations became household names... as the provincial government improved
access to places like Sudbury, North Bay, Sault Ste. Marie, Timmins,
Chapleau, Wawa, White River, Hornepayne, Manitouwadge, Kapuskasing, Cochrane
and Thunder Bay.
“For the next three decades, Bot Construction built a
solid reputation for the construction of highways and bridges throughout
Ontario. It was and remains our core business. We have pretty well been
involved with all of the major highways and or major bridgework in Ontario.
“The 1990’s added a new dimension to our operations
— the high Canadian Arctic — with the modernization of the North
American Air Defence system. Bot Construction tendered and was awarded 10
out of the 36 of new sites — from the Alaska border easterly for 1,000 km
to Coppermine. We relied on barges, fixed wing aircraft and helicopters to
bring in manpower, equipment, materials and supplies — in the land of
24-hour continuous summer sunshine and 24-hour continuous winter darkness.
“The 1990’s also brought a sad end to an era for Bot
Construction.
Silvio, passed away on August 30, 1995, having done so
much, yet still wanting to do more.
“He was a good mentor. He taught people around him good
family values and business ethics. He was an extremely fair, hard working,
dedicated, ethical person.
“But as he wanted, Steve, Nancy and I have stayed the
course. We continue to try to make improvements where needed, we attend to
the political and daily pressures to the best of our abilities and try to
maintain the ethics that we have been taught.”
Currently, Bot is working on projects including the
expansion of Highways 69 and 11 at MacTier, Parry Sound and South River; the
widening of the QEW at Sand Plant Hill at St. Catharines/Niagara and the 401
expansion projects at Ajax and Port Hope.
Steve, Nancy and Roy Bot kick off the 50th Anniversary celebration of Bot
Construction Group on Founder’s Day.
Roy Bot, President, shares memories with Gino Zorzit, the company’s
longest serving employee.
Bot employees from the five Speers Road facilities pose for a photo on
the CAT 988G loader.
Roy Bot, President, speaks to employees during the Founders Day lunch at
the Bot Safety Centre on Speers Road.
Photos by Ron Scheffler. He may be reached at: www.ronscheffler.com
 ORBA congratulates Bot
The
members of the Ontario Road Builders’ Association (ORBA) convey their most
sincere congratulations to our member company, Bot Construction Limited, on
the occasion of their 50th anniversary. The company is a leader in the road
building and heavy construction industry, responsible for many of
Ontario’s most exciting highway civil engineering projects — from
carving new roads through the rock in Northern Ontario to building new
bridges and lanes on the QEW, 401 and other major provincial highways. Bot
Construction is respected for its innovation and construction expertise and
we wish them another 50 years of continued success.
— Rob Bradford, Executive Director
CMMA implements industry-wide campaign to increase usage
of PFDs
OAKVILLE — The Board of Directors’ of the
Canadian Marine Manufacturers Association (CMMA) has announced the
implementation of an industry-wide campaign to promote increased use of
Transport Canada approved Personal Flotation Devices (PFDs). An important
part of the plan is to engage the recreational boating industry to become
more proactive in the promotion of the PFD wear message to their customers.
While the priority target audience for PFD wear is
anglers, paddlers, personal watercraft enthusiasts, children and users of
small, open boats, CMMA encourages all boat and engine manufacturers to
adopt as many of these guidelines as possible to help shift boater attitudes
and create a broader acceptance of PFD wear while above deck on any boat
that is under way.
Drowning remains the single most prevalent cause of
boating fatalities. Each year data shows that approximately eight out of 10
victims are not wearing a Transport Canada approved PFD or life jacket.
Wearing a Transport Canada approved PFD or life jacket is the single most
important precaution boaters can take to ensure their personal on-water
safety; yet, actual wear rates among adults remain stubbornly low. Like seat
belts and bike helmets, personal flotation devices only work when worn.
GTTA Chair hopes to make public transit a more viable
choice
BY DENIS GIBBONS The Business Executive
 Rob
MacIsaac, GTTA Chair
BURLINGTON
— Over the next 25 years, the population of the Greater Toronto area will
increase by three million and there will be about 1.5 million more cars.
Former Burlington Mayor Rob MacIsaac is determined to
create a new transportation system that will support that kind of growth.
“Business as usual will mean a 45 percent increase in average commuting
times arising from increased traffic congestion,” he said, in a
presentation to the Burlington Chamber of Commerce. “Our economy will be
shackled by a transportation system that diminishes the productivity of
employees, and hinders the ability of businesses to get their product to
market.”
In his new job as chair of the Greater Toronto
Transportation Authority, MacIsaac is charged with formulating a plan that
will move goods faster and more efficiently, create jobs and make for a
stronger economy. He said he hopes to have a plan in front of the provincial
government within a year.
MacIsaac said transportation should be planned on the
basis of our regional economy, rather than municipal boundaries, because
that’s how people live their lives.
“For example, we need to coordinate HOV plans to ensure
there is appropriate integration of the HOV network with regional and local
roads, and the transit system,” he said.
In the medium term, MacIsaac said, the GTTA should
prioritize existing projects using a policy and principles based on
analytical framework.
“There are lots of good projects out there,” he said.
“We need to be strategic about which ones go first.”
Over the longer run, he said, the GTTA needs to envision
and build a world class regional transportation system.
The GTTA’s framework for delivery will undoubtedly mean
far more reliance on public transit.
“London (England) has a congestion pricing system that
is reporting great success,” he said. “You want to bring your car into
the downtown core, you pay for the privilege. Will we discuss doing that
here? Absolutely.”
MacIsaac said the GTTA would also eventually take over
responsibility for GO Transit.
“Transit will be a more viable choice for a lot more
people,” he said. “Every bus takes 50 cars off the road and using buses
to transport people, as opposed to cars, reduces greenhouse gas emissions by
approximately 75 percent.”
But MacIsaac said the GTTA is not about forcing people
out of their cars.
“It’s about making transit competitive with the
automobile,” he said. “If it is convenient enough, and comfortable
enough, and fast enough, then people will choose it over cars.”
MacIsaac said Ontario has under-funded transportation
infrastructure in the GTTA Region for decades.
“Madrid, for example, has added more kilometers of subway in the past
10 years than Toronto has in its entire existing network.”
The GTTA will have the responsibility for the region-wide
fare card system currently being developed by the Ministry of
Transportation. It’s a system that will make travel easier and commuting
more convenient across municipal boundaries.
At present, MacIsaac is working out of a Bay Street
office in Toronto with only 5 employees. The GTTA board of 11 will be
selected from across the area and Hamilton and is expected to have its first
meeting in March.
A series of advisory committees will be set up and
stakeholders, including students, seniors, persons with disabilities and
representatives of industry and labour organizations will be consulted. TBE
New Pearson expansion offers a hugely improved travel
experience
BY MARVIN ROSS The Business Executive
 NEW
AND IMPROVED: The Pier F expansion of Terminal One is large, expansive,
well lit and efficient. Photo courtesy of the Greater Toronto Airports
Authority.
In
retrospect, Pearson’s Terminal Two looks like a third world facility when
compared to the new Pier F expansion of Terminal One that recently
consolidated all Air Canada flights into the one locale. Terminal Two,
closed at the end of January, will be torn down and was replaced with this
new international pier. Its 25 gates increase the capacity of Pearson by
seven million passengers and enable it to handle 38 million passengers per
year.
Not only is it large, expansive, well lit, and possessing
a certain beauty as the accompanying picture depicts, but it is far more
efficient. Gone is the crowded room packed with grumpy US bound travelers
shuffling towards the pre-clearance counters. The room is large and well lit
and maybe it was a complete fluke but when I arrived shortly after 11 in the
morning for a flight to the US there was no line-up. There were actually
more US immigration officials than passengers. I sailed right through with
no wait at all.
It might have been pure luck but in all the years I have
been going to the US on business, this is the first time I did not encounter
a long line with frantic people fearful of missing their flights. Scott
Armstrong, the manager of media relations for the Greater Toronto Airport
Authority did tell me that I would be pleasantly surprised by what I found
in the pre-clearance area and I was.
The other area of congestion is Canada Customs and that
too has been vastly improved. It was a very long walk to it but it was aided
by moving sidewalks which,
when the safety testing is complete, will move at a fast clip. At the old
Terminal Two, the room was fairly small and at busy times had the feel of
the black hole of Calcutta with people pressed together and jostling to find
a short fast moving line.
Now, there are two customs halls with a guide directing
the crowds so that passengers are evenly divided up between the two.
Finally, they have put in one common line for all so that there is no need
to try to pick an agent who is working faster than the others. Everyone goes
into the one line and when you get to the front, there is someone there to
direct you to the line-ups for each of the agents so that none is too long.
Again, I was amazed at how rapidly the line moved and how
quickly the processing went despite the fact that there were hundreds of
people arriving from all over the world. My only complaint is that they
still do not have a separate line for non-Canadians and non-residents. There
is still the possibility that what happened to me last time could happen
again. I got behind someone coming from the US with a thick accent who
claimed not to have any papers of any type and who was vague about where she
lived and whom she was visiting. There was a significant delay before she
was directed to the “back room.”
That could still happen with the new pier but would be
alleviated with a separate line.
Finally, the baggage retrieval area, like everything
else, is large, clean and well lit with far more carousels than in the old
Terminal Two.
If you are off to the US in the near future, you should
enjoy the Pearson experience. TBE
CAA targets worst municipal roads in Ontario
The municipal road system is vital to our economy, standard of living,
safety and security. Yet it has been seriously under-funded for decades. To
draw public and political attention to the deteriorating levels of
investment in this system, the MRC has developed a Website—www.worstroads.ca—that:
• Allows Ontarians to vote for the worst municipal
roads in the province
• Provides information and facts about the
municipal road system in Ontario
• Highlights and archives relevant media stories
• Provides useful links
In late October, the MRC will produce its 4th annual top
20 worst municipal roads in Ontario as nominated by the public.
MRC will also recognize those roads from the previous
year’s list that have been improved and the municipalities that are
spending more on roads; and continue to inform the public and advocate to
government.
ROADS AND TOURISM
The Ontario Ministry says tourism generated $18 billion
in revenue and supported nearly 350,000 direct and indirect jobs in 2002.
An overnight motor coach tour generates approximately
$7,000–10,000 per coach, per day. Niagara Falls receives 43,000 coaches
per year, the CN Tower in Toronto 7,000.
ROADS AND EXPORTS
Industry Canada says Ontario exports totaled $201 billion
in 2005 … with 88.9 percent of these shipments going to the U.S. … 66
percent of which move by roads. All goods make some part of the trip by
truck.
The Ontario Chamber of Commerce
says congestion costs Southern Ontario’s economy $2 billion each year.
MTO says collisions cost Ontario’s
economy $9 billion each year.
COSTS OF DELAYING MAINTENANCE
The 2004 Provincial Auditor of Ontario’s report stated
that the Ministry of Transportation’s standards revealed that 32 percent
of provincial bridges and 45 percent of highway pavements will require major
rehabilitation or replacement by 2009.
According the Ontario Auditor General, pavement can last
for up to 15–17 years and a road’s underlying structure can last for up
to 50 years if proper preventative maintenance is done. Over the first
twelve years, if proper maintenance is done, it will only cost $1000 to
maintain each lane kilometer of road surface. Assuming proper preventative
maintenance is done, it will cost $80,000 to resurface the road, which will
be necessary between years 12–15 typically. By year 15–17, if the road
has not been resurfaced and if preventative maintenance has not been done,
the underlying structure will suffer damage and could necessitate
reconstruction at a cost as high $250,000 per lane kilometer.
MTO says asphalt can last up to 17 years if it’s
properly maintained.
Kennedy and Adams’ Law of Fives suggests the cost of
infrequent maintenance activity is five times the cost of good practice.
Repairs will be required if delays in maintenance are too long, costing yet
five times more. If repairs are neglected, the infrastructure will need to
be replaced at a cost of 125 times the maintenance rate. In short, by
deferring road maintenance, we’ll eventually have less money for other key
priorities like health care and education.
The 2004 Ontario Auditor General’s Report says MTO
estimates expenditures necessary for preventative/preservation maintenance
and rehabilitation for the 2004/05 fiscal year was $1.7 billion, while the
budget was only $490 million, which means a backlog of $1.21 billion, as
well as increased cost down the line.
In 2003, the Council of Ministers Responsible for
Transportation estimates Ontario’s cities will require roughly $27.5
billion through 2013.
INADEQUATE FUNDING SOURCES
As of June 2006, there are over 9.7 million registered
vehicles in the province of Ontario (MTO web site).
800,000 Ontario children ride school buses everyday
covering 1.9 million miles.
A recent study of 35 municipalities in Ontario found that
they needed to spend more than $700 million per year on road reconstruction,
while actual spending amounted to only $255 million. In addition, 45 percent
of the roads required work, with 10 percent needing immediate repair.
—Ontario Good Roads Association
The Canadian Taxpayers Federation says Ontario collects
roughly $3 billion in gas taxes each year and another $1 billion in
licensing and registration fees. The provincial government says it is
spending $1.4 billion on highways this year. This year, the province is also
sharing an additional $400 million with municipalities to help fund
municipal road and bridge improvements (This is a one
time funding arrangement). In addition, the province contributes roughly $60
million each year to the COMRIF (Canada Ontario Municipal Rural
Infrastructure Fund), and transportation projects are eligible). In
addition, the Ministry allocates roughly $14 million each year for its
Connecting Links program.
A recent CAA poll found that 75 percent of Canadians
believe improving roads and highways should be one of Ottawa’s top four
priorities (along with health care, education and unemployment) —CAA,2004
CONGESTION AND QUALITY OF LIFE
A car stuck in bumper-to-bumper traffic at
5 km/h emits nine to 10 times the air pollution of the same car moving at
90–100 km/h; similarly, a car in slow traffic at 30 km/h emits three times
the air pollution of the same car at 90–100 km/h. (Source US Environmental
Protection Agency)
The City of Toronto’s Official Plan, released in 2002,
predicts that by 2001 Toronto will need 19 additional lanes of expressway
capacity to move suburban commuters to jobs in the city and city residents
to the 905 region, this cannot be served by public transit. None are
planned.
Experts predict a 51 percent increase
in auto trips in Toronto by 2031, without
new road infrastructure a 30 minute trip is expected to take two hours in
2031.—IBI Group
A 2006 Statistics Canada study on commuting times found
that commuters spent an average of 63 minutes a day making the roundtrip
between their residence and workplace in 2005. In 1992, they spent about 54
minutes commuting per day.
Safety Impact
MTO estimates that collisions cost Ontario’s economy
roughly $9 billion a year.
In 2003, 831 people died on Ontario’s highways. And
almost 4,000 more received serious injuries that required hospitalization
that same year. In 2002, more than 84,000 people were injured in collisions
on Ontario’s roads. — ORSAR Report, 2003
Impact on Quality of Life
Police in regions like Cambridge report
highway congestion can lead to stressed motorists and incidents of road
rage.
Economic impact
A 1998 survey by the Canadian Council for Public-Private
Partnerships showed more than 80 percent of foreign multinational executives
believe Canada’s poorly maintained infrastructure adversely affects our
country’s attractiveness for foreign investment.
Poorly maintained roads can increase fleet maintenance
costs for transit vehicles and cost motorists extra money to prematurely
repair tires, suspensions and other parts.
Toronto paid out $110,000 in pothole claims to motorists
in 2003.
A Statistics Canada study found each $1 dollar net gain
in capital infrastructure over the course of four decades helped reduce
annual business costs an average of 18 percent.
The Ontario Chamber of Commerce estimates congestion
costs Southern Ontario’s economy more than $2 billion a year.
MTO says collisions cost Ontario’s economy $9 billion a
year
There are approximately 9.7 million
registered vehicles, 8.5 million drivers and approximately 85,000 Ontario
based commercial carriers operating on our highways. 228,600 trucks, 29,600
buses and 545,000 commercially licensed bus and truck drivers registered in
Ontario.
Thousands more operate into Ontario from other
jurisdictions. —Source, MTO
“Transport Canada estimates the cost of congestion in
Toronto alone is $1.6 billion annually. If we don’t take action, by 2021
commute times within the GTA could increase by more than 50 percent,
increasing the cost of congestion by $7 billion a year.” — Honourable
Harinder Takhar, May 1, 2006 Statement to the Legislature
CAA says bad potholes can cause the
following types of damage to your vehicle:
• Wheel alignment — approx. $100 to fix
• Tires Replacement — approx. $75–$400
• Tire and Rim replacement — average of about
$700–$800
• Suspension damage — approx. $100–$700
• Oil pan replacement/repair — $400–$1000
Worst roads 2006 results are in
Road users send a clear message before municipal
election
TORONTO — Fix our roads! That’s the message the Municipal
Roads Coalition (MRC) received from motorists and bus passengers following a
seven-week campaign to pick Ontario’s worst roads. The Municipal Roads
Coalition recently released its 2006 Top 20 Worst Municipal Roads list based
on more than 5,000 nominations from across the province. Clearly, crumbling
infrastructure is a significant voter concern going into municipal
elections.
This year’s Top-20 Worst Roads in Ontario are:
No. WORST ROAD MUNICIPALITY
1. Cardwell Street Township of Assiginack
2. Limebank Road City of Ottawa
3. Steeles Avenue City of Toronto/Region of
York
4. Western Road City of London
5. Lansing Avenue City of Greater Sudbury
6. Algonquin Boulevard City of Timmins
7. Flamborough Concession 8 West City of
Hamilton
8. Airport Road City of Timmins
9. Thompson Road City of London
10. Bathurst Street City of Toronto
11. Carling Avenue City of Ottawa
12. Carlton Street City of St. Catharines
13. Hespeler Road City of Cambridge
14. Princess Street City of Kingston
15. Fischer Hallman Road City of Kitchener
16. Belrose Road City of Thunder Bay
17. Huron Church Road City of Windsor
18. Upper Wentworth S. City of Hamilton
19. Annette Street City of Toronto
20. Notre Dame Avenue City of Greater Sudbury
An honourable mention has been extended to Highway 17 throughout northern
Ontario. Although it is part of the Trans-Canada Highway system, it acts
like a local road in many of the towns throughout the north and received
repeated nominations.
“Bad roads can cause thousands of dollars damage to
your vehicle. That damage can threaten your safety by impacting your
steering and braking,” said Kris Barnier, provincial affairs specialist
for CAA Ontario. “Road users have sent a clear message to politicians that
they want their roads fixed.”
Since the campaign’s 2003 inception, over 86 percent of
nominated roads have received — or are in the process of receiving —
improvements. Selection criteria includes the number of votes cast, surface
conditions and congestion and voter safety concerns.
“Given the upcoming election (October 2007) we felt it
was important road users let their municipal politicians and candidates know
that the condition of municipal roads is critical,” said Rob Bradford,
executive director of the Ontario Road Builders’ Association. “We’re
hopeful municipal decision makers are listening and will give road users the
long-term funding commitment needed.”
Source: Canadian Automobile Association.
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