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Development of the Draft 2041 Regional Transportation Plan: GTHA Regional Traveller Personas and the Residents’ Reference Panel

Fri, 09/28/2018 - 15:38
Development of the Draft 2041 Regional Transportation Plan: GTHA Regional Traveller Personas and the Residents’ Reference Panel
by Belaieff,A.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5118 - INTERNET


By 2041 the Greater Toronto and Hamilton Area (GTHA) will be home to over 10 million people, all of whom travel around the region by different modes, at different times of day and have different lifestyles. Accommodating all these different types of travellers was a challenge Metrolinx embraced as we started to draft the next Regional Transportation Plan (RTP). The Draft 2041 Regional Transportation Plan (Draft Plan) is an update to the Big Move, the GTHAs first regional transportation plan, released in 2008, which takes a people centered planning approach. Two tactics, the GTHA Regional Traveller Personas and the Residents’ Reference Panel set the stage and helped shape the people centred direction of the Draft Plan. Both strategies allowed Metrolinx to tests the policies, programs and directions against the views and needs of GTHA residents. Through in person sessions with the Residents’ Reference Panel and the focus groups and surveys used to develop the GTHA Traveller Personas, Metrolinx gathered a wealth of data related to the attitudes, values, and priorities for the people of the GTHA. The two tactics are not limited in their use to the Draft Plan. Following the development of the GTHA Regional Traveller Personas Metrolinx held several sessions with Metrolinx Staff, Senior Management, and municipal partners who saw the value in this work. Municipalities have also seen the value in this work and are starting to look into developing their own personas to better understand their local residents and users of their transportation system. The Residents’ Reference Panel has attracted attention up to the Metrolinx Board of Directors as a valuable resource for planning and by external partners as a clear voice for the needs of GTHA residents’. The results of the panel and persona work have been shared with our partners and all levels at Metrolinx, and used to inform Metrolinx marketing campaigns and business development, in addition to feeding into the Draft 2041 Regional Transportation Plan.

Development of a Geotechnical Asset Management Program for the New Brunswick of Transportation and Infrastructure

Fri, 09/28/2018 - 15:38
Development of a Geotechnical Asset Management Program for the New Brunswick of Transportation and Infrastructure
by McGinn,J; Dupuis,ST; Goguen,P; Parsons,R.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5116 - INTERNET


A large portion of highways in New Brunswick are adjacent to streams, rivers, lakes, and ocean waters. Erosion and instability can occur due to shifting water ways, ice scour, and sea level rise. Geotechnical assets affected by these environmental conditions could not be efficiently managed using traditional methods. During the summer of 2017, a Geotechnical Asset Management (GAM) program was developed by the New Brunswick Department of Infrastructure (NBDTI) and the Université de Moncton (UdeM). The purpose of the GAM program is to catalogue the geotechnical assets and their conditions, and prioritize repair efforts. Over 400 km of road within New Brunswick was selected for the trial. All embankments along these routes were evaluated and ranked according to their condition. It was concluded that the GAM method for collecting geotechnical data was effective when comparing conditions of many sections of embankments along roadways that are experiencing erosion or instability of the road embankment.

Development and validation of a freezing pavement analysis to refine Alberta’s winter weight policy

Fri, 09/28/2018 - 15:38
Development and validation of a freezing pavement analysis to refine Alberta’s winter weight policy
by Bradley,AH; Thiam,PM.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5115 - INTERNET


FPInnovations, in cooperation with the Canadian Forest Service, Alberta Transportation, Laval University i3C Chair, and the City of Edmonton recently completed a review of Alberta’s starting threshold for initiating winter weight hauling. The threshold was 1 m frost depth but neither Alberta, nor any other jurisdiction, had undertaken a formal engineering analysis of the structural capacity of freezing pavements. The objective of this project was to determine the minimum frost depth at which hauling at winter weight premiums in Alberta could start without compromising pavement service life. The paper describes the process used to develop a robust, validated, model capable of estimating the structural capacity of freezing highway pavements. This included analysis of freezing patterns in Alberta, resilient modulus testing of frozen roadbed materials, full scale accelerated trafficking test of two freezing pavements, and model development and validation. Based on this work, in December 2017, Alberta Transportation reduced the starting frost depth threshold used in its winter weight policy from 1 m to 0.75 m. Substantial benefits to the public, forest industry, and the heavy haul industry are expected from a longer winter weight period and (or) a shallower frost depth threshold. The forest industry is predicted to realize $1.63M in haul savings for each additional week of hauling with winter weights. Given a shallower frost depth requirement, more participation in the winter weight program in the south of the Province and during warmer winters will be possible. The Province is predicted to see savings in pavement rehabilitation costs of between $1M and $2.5M per year arising from some truck volume moving from summer to winter.

Defining Needs for Optimized Management of Gravel Road Networks

Fri, 09/28/2018 - 15:38
Defining Needs for Optimized Management of Gravel Road Networks
by Rashedi,R; Maher,M; Barakzai,K.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5114 - INTERNET


Unpaved roads account for approximately 60% of Canada’s public road network. Maintaining gravel roads is a major activity for many municipalities and requires regular interventions to provide smooth and safe riding surfaces for road users. Municipalities spend millions of dollars every year on gravel road maintenance and rehabilitation activities. A comprehensive road management system that includes their gravel road network could significantly improve a municipality’s ability to manage their operating and capital budgets. In 2017, the authors undertook a survey of Canadian municipalities related to gravel road maintenance practices. A total of 97 municipalities responded to the survey, representing around 40,000 km of gravel roads. The survey’s main goal was to capture the state-of-practice in gravel road management used by Canadian municipalities and to investigate to what extent municipalities collect data about their gravel roads. This paper discusses the results of that survey and investigates the need for better decision support tools to manage gravel roads. The paper also discusses the required components of a gravel road management system (GRMS), key operational and maintenance consideration, and the implementation of a GRMS through a case study.

Compressed Natural Gas Snow Plows - Canada's First Alternative Fueled Snow Plows

Fri, 09/28/2018 - 15:38
Compressed Natural Gas Snow Plows - Canada's First Alternative Fueled Snow Plows
by Abercrombie,M.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5113 - INTERNET


On June 24, 2015, County Council unanimously passed a motion to commit to 100% renewable energy by 2050. Oxford County was the first municipal government in Ontario to commit to a 100% renewable energy target at the time, and only the second in Canada after Vancouver, British Columbia. Oxford’s renewable energy commitment stems from the Future Oxford Community Sustainability Plan (2015), which includes specific targets and actions to reduce greenhouse gas emissions (GHG), promote green construction, and promote low-carbon transportation options. Efficiency and conservation measures are considered the first steps towards realizing a 100% renewable energy target. With exhaust emissions from trucks, buses, and automobiles being major contributors to GHG, exploring what the County could do to lessen its impact was, and remains, a priority. Exhaust emissions are major contributors to health issues, including triggering lung diseases such as asthma, emphysema, and chronic bronchitis in vulnerable members of society. Municipal fleet operators, in general, are increasingly aware of their fleet’s impact on the environment. It is estimated that Ontario’s municipal fleets, including transit, contribute approximately 43% of Canada’s estimated 1.74 MT of municipal fleet emissions. At Oxford County, we have chosen to take a leadership role in dealing with these concerns. Not only out of a sense of environmental responsibility, but also for financial considerations: fuel is the fleet’s second largest operating expense for the County after salaries and wages. To assist the County in understanding its current fleet and the potential opportunities, in 2015, Oxford County, in conjunction with Fleet Challenge, developed a “Green Fleet Plan.” The Green Fleet Plan outlines opportunities to reduce engine and GHG with strategies based on technology and implementing or refreshing best practices.

Development of an Approach for Evaluating the Pavement Rehabilitation Performance using City of Ottawa PMS Data

Tue, 09/25/2018 - 20:33
Development of an Approach for Evaluating the Pavement Rehabilitation Performance using City of Ottawa PMS Data
by Ayed,A; Halim,AAE; Viecili,G; Korczak,R; Ali,A; O'Conner,S.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5117 - INTERNET


The City of Ottawa rehabilitates its road network through its annual road resurfacing program and integrated road-sewer-watermain reconstruction. The treatment strategies can vary from preservation treatments (i.e., crack sealing, microsurfacing, and thin overlays) to resurfacing (i.e., mill and overlay, pulverize and pave) to reconstruction. The City commissioned Stantec Consulting to perform a Pavement Performance Study. One of the study objectives was to carry out a comprehensive review of the performance /effectiveness of the pavement rehabilitation strategies used by the City. The City uses a computerized Pavement Management System (PMS) as an important tool to manage its road network, especially in the development of its Annual Road Resurfacing Program. The PMS is used for core inventory related to City’s entire road network. The system is continually updated with pavement condition data (roughness and surface distress data) collected under an annual program in a manner that condition data for each road is collected on a 3 to 5-year cycle. Using the information stored in the City’s PMS, Stantec reviewed the information to determine the effectiveness of treatments used by the City for the past two decades. Historical condition and construction history information of the sections was used to evaluate the effectiveness of each treatment. Two different approaches, benefit increase and effectiveness area, were utilized to evaluate the effectiveness of the City’s treatments. The effectiveness of a treatment can be defined as the difference in area between the post-treatment performance curve and the do-nothing curve over time. The “jump” in pavement condition after a maintenance treatment can be called the benefit increase, which is measured in the units of a performance index. Statistical analysis was carried out to compare between different treatments and identify best strategies that can be adopted by the City for future maintenance programs. The treatment effectiveness area approach was further utilized to compare between different types of asphalt mix (Marshall mix vs. Superpave). In addition, it was used to assess the effect of pavement cross section on the pavement performance.

Comparison of Ground Penetrating Radar Deck Surveys to Conventional Level 2 Deck Testing Results

Fri, 09/21/2018 - 20:32
Comparison of Ground Penetrating Radar Deck Surveys to Conventional Level 2 Deck Testing Results
by Barnes,CL; Iqbal,J.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5112 - INTERNET


A 1500 MHz Ground Penetrating Radar (GPR) survey was conducted on the Beaver River Bridge, located near Dapp AB. The bridge deck had previously been identified as being partially testable with regards to Alberta Transportation Level 2 Copper Sulphate Electrode (CSE) half-cell potential testing due to problems with the western pre-cast prestressed RD box girder span. The deck also included an overhead through-truss (TH) span with a concrete deck that was constructed using galvanized reinforcing steel. After adjustment to account for higher chloride concentrations required for corrosion initiation of galvanized steel versus uncoated steel, areas of elevated GPR signal attenuation were thresholded correlated closely with areas of CSE values more negative than -400 mV in the TH span. Areas of elevated GPR signal attenuation levels, assumed to be caused by increased chloride content in the concrete cover layer, correlated closely with CSE values more negative than -400 mV on the TH deck span, and with areas where cracking and corrosion staining were observed in all spans. The GPR results were effective in describing areas of longitudinal cracking in the RD spans along the grout keys which appeared to be impacted by high levels of chloride ingress. The GPR also indicated low but elevated levels of chloride ingress along multiple transverse cracks observed in all of the TH span panels. Level 2 CSE testing was not able to identify either of these issues. Both the CSE and GPR results indicated that the majority of the deck appeared to have a low risk of corrosion in most areas that were not cracked. After adjustment to account for higher chloride concentrations required for corrosion initiation of galvanized steel versus uncoated steel, the GPR results indicated that conditions for corrosion were unlikely at two locations where reinforcement had been previously exposed for inspection due to CSE values that were indicative of corrosion activity. GPR survey results can provide transportation agencies with a rapid and accurate means to quickly gather important parameters related to monitoring the condition and service life prediction of their reinforced concrete deck infrastructure or for quality assurance purposes for new construction or rehabilitation.

Case Study: Developing a Surface Condition Indicator from Laser Crack Measuring System Data for Pavement Asset Management

Fri, 09/21/2018 - 20:32
Case Study: Developing a Surface Condition Indicator from Laser Crack Measuring System Data for Pavement Asset Management
by Salifu,A; Andre,N.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5111 - INTERNET


The Saskatchewan Ministry of Highways and Infrastructure (SMHI) adopted Laser Crack Measuring System (LCMS) technology for collecting road condition data in 2016. LCMS data has replaced a visual assessment method for identifying cracking and other surface distresses. This paper discusses the methodology used to determine type, severity, extent and aggregation of LCMS distress data. To better analyze the data, SMHI developed the Surface Condition Indicator (SCI) to support asset management decision making for setting performance measures, optimize budgets, and identify pavement preservation candidates. The paper covers: The use of LCMS generated crack maps and a Bayesian sorting methodology to develop severity ranges for pavement distresses. The methodology used to identify the type and severity of LCMS measured distresses that map to treatment triggers for rejuvenating fog seals (CRF™ and Reclamite™), graded aggregate seal coat, chip seal, fiber-reinforced chip seal, microsurfacing rut fill with a seal coat cape, and functional repaving. The methodology for setting the SCI threshold values (Good to Fair and Fair to Poor). The development of SCI formulas for Asphalt Concrete and Granular Pavements. The process of calibrating SCI values with field observations and “blind” testing the SCI numbers in the field to confirm results for the SCI metric. The benefits of adopting the SCI for finding good pavement preservation candidates and ruling out locations that are too late for fog or seal coat treatments. The benefits of adopting the SCI for setting performance measures and communicating trade-offs in investing for pavement preservation projects. SMHI’s SCI values range from 0 through 100+ in a progression that reflects the amount and severity of pickouts and cracking that develops as pavements age. SCI60 values are categorized as good, fair or poor. Pavement segments with fair SCI60 are light treatment preservation candidates. Pavement segments in the poor category are too late for a light preservation treatment. SCI60 values over 45 require a heavy preservation treatment.

Burrard Bridge Renewal and Transportation Improvement Project

Fri, 09/21/2018 - 20:32
Burrard Bridge Renewal and Transportation Improvement Project
by Kenny,R; Liaw,A.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5110 - INTERNET


Transportation 2040 and the Greenest City 2020 Action Plan identify that a mode shift toward walking, cycling, and transit is critical to accommodate regional population growth and to meet our environmental targets. The recent Burrard Bridge project addresses a major gap in the walking network by once again allowing walking on both sides of the bridge. In addition, the proposal greatly improves comfort, convenience, and safety for people walking and cycling across the bridge by upgrading the Burrard and Pacific intersection and providing new or improved connections to the existing walking and biking networks, all while ensuring that transit and good movement are not compromised. To retain the existing tree canopy, most trees were preserved, including a large Cypress tree that was likely planted shortly after the opening of the bridge in 1932. Over 60 new trees will be planted at the intersection and surrounding blocks. The project represents a bold initiative to create a Green Transportation solution: creating safe and comfortable walking and cycling routes by reallocating road space in a dense urban environment while supporting current trips over the bridge and respecting the heritage value of the Burrard Street Bridge.

Burrard Bridge Renewal and Transportation Improvement Project

Fri, 09/21/2018 - 20:32
Burrard Bridge Renewal and Transportation Improvement Project
by Kenny,R; Liaw,A.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5109 - INTERNET


Burrard Bridge is one of three City-owned bridges that cross False Creek, a body of water separating the high-density downtown core and medium-density neighbourhoods to the south. The bridge was opened in 1932 as a six-lane vehicular bridge with sidewalks on both sides. The bridge was built in the Art Deco style and City Council included it on the City's Heritage Register in 1986. Over the years, the City has completed a series of rehabilitation projects and upgrades to keep the bridge safe and functional. The role of the bridge has evolved over the years, primarily in response to accommodating a growing number of cyclists using the bridge. Prior to 2009, people walking and cycling shared the sidewalks on both sides of the bridge. As the number of people crossing the bridge using active transportation grew, the shared sidewalk became increasingly hazardous for pedestrians and cyclists. Safety was a particular issue for people cycling, as they were directed to ride in a narrow area adjacent to motor vehicle traffic and a minor error (or conflict with a pedestrian) could cause them to fall off the sidewalk onto the roadway. In 2009, the City reallocated a southbound travel lane from general purpose traffic and prohibited pedestrians from using the east sidewalk in order to create a protected bicycle lane in each direction (refer to Appendix). Since then, walking and cycling volumes have increased significantly with cycling growing by over 30%. The Transportation 2040 Plan, adopted by Council in 2012, includes a zero transportation related fatality goal and identifies the False Creek Bridges as an area of focus for active transportation improvements to address gaps in the pedestrian and cycling networks. Burrard Bridge is one of the busiest active transportation corridors in the city, with 10,000 walking and cycling trips on a busy summer day. It also carries approximately 55,000 motor vehicles, 13,000 transit passengers, and 500 trucks on a typical day.

Best Practices for Harmonizing Road Construction Specifications and Standards: A Manitoba Assessment

Fri, 09/21/2018 - 20:32
Best Practices for Harmonizing Road Construction Specifications and Standards: A Manitoba Assessment
by Kavanagh,L; Afuberoh,A; Shalaby,A.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5108 - INTERNET


This paper presents best practice guidelines and strategies for harmonizing provincial and municipal highway construction standards and specifications in Manitoba. Developing common construction standards with stakeholders of diverging goals can be challenging, but beneficial. The adoption of a consistent set of standards and specifications in a jurisdiction could minimize redundancy, identify critical requirements that need to be retained to maintain performance, cut construction and compliance costs, simplify the process of meeting requirements, and reduce complexity for those that are tasked with testing and standard compliance. Therefore in this study, a survey questionnaire was developed and sent to the provincial and municipal highway agencies, contractors, aggregate producers, and testing labs in Manitoba. The purpose of the survey questionnaire was to obtain input on harmonizing provincial and municipal specifications and standards for asphalt, concrete, granular base and rip-rap, and grading roadway projects. The survey questions focused on identifying key issues of harmonization including barriers to change, benefits, trade-offs, common goals, potential risks, cost-effectiveness, and quality control and quality assurance delivery mechanisms. The results of the survey recommendations for harmonizing standards and specifications are presented. The recommendations can be used by highway agencies to quickly implement the best practices, thereby realizing the benefits of harmonizing standards and specifications in their jurisdictions.

Assessing Asphalt Ignition Oven Performance and its Impact on the Asphalt Content Test Result

Fri, 09/21/2018 - 20:32
Assessing Asphalt Ignition Oven Performance and its Impact on the Asphalt Content Test Result
by Sinclair,J; Wenz,M.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5107 - INTERNET


This report examines the use of the asphalt ignition oven temperature-time series generated during the asphalt content by ignition test method in identifying erroneous test results. The study was undertaken to provide an empirical tool for asphalt laboratory staff in troubleshooting and validating asphalt content test results. Results of the data analysis show that some variations in testing procedure can be identified through the temperature-time series. In particular, the first tests performed each day are readily discernable from subsequent tests, even after allowing significant oven warm-up time. Variations in sample size or asphalt content are also shown to create differing temperature-time series; however, the difference is not significant enough to identify errors on individual tests, it is only demonstrable across the group averages. Despite the differences in temperature-time data, no conclusive difference in the accuracy of the test results was found. It is concluded that the monitoring of the temperature-time series may be a valuable tool in identifying systematic and gross errors introduced during the asphalt content by ignition test method. However, while the preliminary results of this study demonstrate that differences do exist, additional testing should be undertaken to assess the reliability of the proposed method under real-world scenarios. Additional trials will also be required to identify any other procedural variations which result in differences in the temperature-time trend.

Armstrong Avenue Reconstruction Phase 1

Fri, 09/21/2018 - 20:32
Armstrong Avenue Reconstruction Phase 1
by Brown,A.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5106 - INTERNET


Armstrong Avenue in Georgetown Ontario is one of the Town’s industrial hub’s within Halton Hills. In 2013, the Town of Halton Hills initiated the process to reconstruct Armstrong Avenue with a forecast construction date of 2017-2019. The project was broken into two phases. Phase 1 (approx. 1310m) and Phase 2 (approx. 1310m) (Appendix A). Through an Ontario Municipal Class Environmental Assessment study it was identified as a section of road in need of active transportation and improved traffic operations to service the multiple industrial/commercial businesses (approx. 115) (Appendix B). In 2013, the Town of Halton Hills developed a Community Sustainability Strategy (Strategy) where the four pillars of sustainability: cultural vibrancy, economic prosperity, environmental health and social wellbeing, were identified and are recognized in the all of the Town’s work including Armstrong Avenue Reconstruction - Phase 1 project.

Application of Artificial Intelligence on Quality-Control Tool for Optimum Binder Content Determination of OGFC Mixtures

Fri, 09/21/2018 - 20:32
Application of Artificial Intelligence on Quality-Control Tool for Optimum Binder Content Determination of OGFC Mixtures
by Mejias,Y; Gunaratne,M.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5105 - INTERNET


In some transportation agencies including the Florida Department of Transportation (FDOT) use Open Graded Friction Course (OGFC) mixture to improve skid resistance of asphalt pavements under wet weather. FDOT designs OGFC mixtures using a pie plate visual draindown method FM5-588, which depends on the Optimum Binder Content (OBC) and represents if the mixture has sufficient bonding between the aggregate and asphalt binder, otherwise known as the asphalt binder draindown (ABD). In the FM5-588 the OBC is determined based on visual inspection by trained and experienced technicians. In order to eliminate the human subjectivity involved in aforesaid method, an artificial intelligence (AI) methodology for prediction of the OBC using digital images of the test specimens, perceptual image coding and General Regression Neural Network was created. Then, the author developed a quality control tool (QCT) for the aforementioned AI method to enhance its reliability when implemented by other agencies and contractors. QCT is developed using three quality control imaging parameters of ABD of the test specimen images. In general, this study found that the newly developed AI software provides satisfactory and reliable estimations of OBC and that the QCT will enhance the reliability and accuracy of the AI OBC estimation software.

Alignment of Weight Restrictions on Nine-Month Primary Highways to Mitigate Climate Impacts of Earlier Spring

Fri, 09/21/2018 - 20:32
Alignment of Weight Restrictions on Nine-Month Primary Highways to Mitigate Climate Impacts of Earlier Spring
by Imran,S; Lui,A.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5104 - INTERNET


Saskatchewan’s Ministry of Highway and Infrastructure (MHI) has a highway vehicle weight management system to maximize highway infrastructure utilization for economic activities while protecting highways to ensure a longer service life. The provincial highway system is generally managed in three allowed vehicle weight categories: i) Primary highways with year round access, ii) secondary highways that are weight restricted during early spring, and iii) nine-month primary highways that allow primary weight for 9 months and secondary weight for the remaining three spring months. The categories were established according to highway pavements’ structure capability to handle vehicle weight. The weight restriction on secondary and nine-month primary highways is mainly to protect these lower standard pavements from spring-thaw damage. The secondary highways are subject to the spring weight restriction based on weather triggers (thermistor data). However, to allow for planning freight operations, the nine-month primary follows a fixed schedule where the weight is reverted to secondary for three spring months every year. MHI conducted a study to evaluate if the timing of the three-month secondary weight reversion for nine-month primary highways could be changed to align better with early spring-thaw period. Extensive analysis of historical temperature data, historical spring weight restriction dates, and Benkelman Beam Deflection data from various locations in the province was conducted. The study concluded that due to the different geographical and climatic conditions in the province, highways in the south of the province are more vulnerable from early spring-thaw than those in the north. While the current timing of the three-month secondary weight reversion for nine-month primary highways creates an unacceptable risk for highways in the south, they were found adequate for highways in the north. As a result, a new policy has implemented the secondary weight reversion 15 days earlier for nine-month primary highways in the south than in the north.

A Study on Pavement Network Condition and Reporting in the Province of Alberta Through a Questionnaire Survey

Fri, 09/21/2018 - 20:32
A Study on Pavement Network Condition and Reporting in the Province of Alberta Through a Questionnaire Survey
by Newstead,B; Hashemian,L; Bayat,A.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5103 - INTERNET


Government agencies such as municipalities own several lane kilometers of roadways all in varying conditions depending on their traffic loads, environment, material types, and construction methods. Managing a vast inventory of assets can be challenging and depending on the size of the municipality, sufficient resources may not always be present for municipalities to accurately understand their networks’ needs. Size of municipalities notwithstanding, funding to maintain these networks always remains a challenge. Finite funds are constantly competing against other priority infrastructure as well as politically motivated projects being broadcasted the loudest. Moreover, not all networks are created equal; some networks may be more rural and require different treatment and maintenance needs compared to an exclusively urban environment. Understanding all these parameters is critical in order to grasp the complexities and challenges that Alberta municipalities and agencies face when maintaining their transportation networks. To determine these answers, a questionnaire survey was conducted to the Pavement Management Users Group in Alberta. The results showed several consistencies related to the use of traditional pavement treatment methods, such as mill, overlay, and conventional reconstruction. This study noted, however, that there exists a gap in the use of preservation methods, such as microsurfacing, being used around the province of Alberta, as well as staff resource and asset management challenges. This survey provides a unique insight into the treatment selections and resources dedicated to roadways and strategies around the province.

A Study in Practice: Evaluating the Life Expectancy of an MSE Wall with Steel Strip Reinforcement

Fri, 09/21/2018 - 20:32
A Study in Practice: Evaluating the Life Expectancy of an MSE Wall with Steel Strip Reinforcement
by Mirmirani,S; Rrokaj,T.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5102 - INTERNET


In over 50 years since the invention of Reinforced Earth walls, structures have been designed to fulfill a variety of retaining solutions for infrastructure projects, as well as mining, marine, industrial, commercial and residential projects. Over the service life of these projects, owners may decide to change the scope of structures. These changes may include: design life extension, wall height increase and other alterations in geometry, changes in loading configuration, etc. To accommodate these modifications, structures must be assessed based on new scope, in addition to incorporating design changes. This paper will present an inspection and evaluations program though a case study where specific assessment methods and techniques have been utilized to demonstrate whether Mechanically Stabilized Earth (MSE) walls can be stable for the required changes in scope. The assessment method includes visual inspections, strip sample extractions, and corrosion assessment. Since the service life of the structure is dependent on the strength of the soil reinforcements, by evaluating the strength of the test samples, the stability and remaining design life of structures at the current state can be determined. Following a similar method, the stability of a structure can be evaluated if loading conditions or geometry configurations need to be changed over the remaining structure’s design life.

4th Avenue Flyover Project Overview

Fri, 09/21/2018 - 20:32
4th Avenue Flyover Project Overview
by Chapman,J.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5101 - INTERNET


As a demonstration project of the Pedestrian Strategy, The City of Calgary collaborated with students from Langevin School, the University of Calgary’s Landscape Architecture program, the Bridgeland Riverside Community Association (BRCA), Calgary Drop-In Centre and other stakeholders to imagine how the space beneath the 4 Avenue flyover could become a valued community space and walking corridor. The project involves piloting innovative technical measures (transportation, art and bioretention) and non-traditional engagement and design approaches under the umbrella of placemaking and tactical urbanism.

TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada

Fri, 09/21/2018 - 20:32
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5101-64 - INTERNET

Re-exploring the AASHTO 1993 Method for a Cost-Effective Pavement Design in Manitoba

Mon, 09/10/2018 - 20:36
Re-exploring the AASHTO 1993 Method for a Cost-Effective Pavement Design in Manitoba
by Ahammed,MA.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5148 - INTERNET


Pavement structures costs constitute to the majority of the total costs of highway construction projects. Therefore, it is important to optimize each pavement structure to avoid an under-deign or overspending on any project. In the past, Manitoba was using the Benkelman Beam Rebound (BBR) deflection method for the rehabilitation design. A mixed approach, together with several environmental and structural adjustments, was used in pavement design for the new construction or reconstruction projects. The assumed or estimated values of subgrade and layer materials stiffness did not well represented the materials those are in place or use in Manitoba. These led to an overdesign for most rehabilitation and some new construction projects. Due to several limitations of the AASHTOWare Pavement ME Design approach, that yet to be resolved, Manitoba has undertaken major changes to its existing design practices for cost-effective pavement structures. These include the use of more reliable/reasonable design traffic loading, layer materials and subgrade stiffness and drainage properties, pavement drainage condition, subgrade soils frost susceptibility, serviceability and reliability. As a result, significant cost savings are being realized. This paper presents an overview of Manitoba’s new approach and outcome to share with other agencies, designers and students.

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