The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design.
The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 10 – Interchanges provides a summary of relevant human factor aspects and warrants for interchanges. Guidance is provided on interchange location, spacing, coordination and a range of interchange types. Detailed guidance is provided for interchange exit and entrance ramp design.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design.
The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 9 – Intersections provides design guidance on intersections including roundabouts, innovative intersections and at-grade railroad crossings. A summary of relevant human factor aspects and an intersection planning and design process are provided. The design process identifies the relevant inputs and possible constraints. Guidelines on intersection spacing, layout and alignment and sight distance needs are summarized. Design details and guidance for simple intersections, channelization, tapers, auxiliary and turning lanes are outlined.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design.
The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 8 – Access provides guidelines for access management for the full range of road classifications. Guidance is provided for each classification of roadway in balancing traffic mobility needs and access to adjacent lands. Design guidance is provided for access location and geometrics and the use auxiliary lanes, two-way left-turn lanes and service roads to accommodate access in a safe manner.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design.
The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 7 – Roadside Design introduces road safety concepts and the use of quantitative analysis to evaluate roadside safety design options. The fundamental concept of the clear zone is outlined and how the concept can be applied through provision of appropriate cross section and drainage elements to allow for driver recovery. Mitigation and protection techniques to reduce the severity of fixed-object collisions with roadside furniture including signs, luminaires and traffic barriers are outlined. A discussion of roadside design in urban environments and for low volume roads is also included.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design.
The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 6 – Pedestrian Integrated Design provides guidance and examples on how to integrate holistically the design of pedestrian facilities into roadway design to achieve a balanced solution for all modes and road users. Guidance is provided on pedestrian and wheelchair design needs, use of a framework approach to design, which subdivides the roadside into frontage, pedestrian through and furnishing zones and specific design elements. Integration with other design elements including adjacent roadway lane widths, roundabouts and bridges and other travel modes is addressed.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design.
The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 5 – Bicycle Integrated Design provides guidance and examples on how to integrate holistically the design of bicycle facilities into the roadway design to achieve a balanced solution for all modes and road users. Guidance is provided on bicycle and inline skater design needs, types of bicycle facilities and a framework for the selection of an appropriate type of facility, and specific design elements.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design.
The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 4 – Cross Section Elements provides guidance on design procedures and domains related to cross sections and related elements including special purpose lanes, shoulders, medians, outer separations and boulevards, curb and gutter and drainage. Considerations for bridges and utility placement, snow storage and future widening are discussed and a series of typical cross sections are provided.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design.
The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 3 – Alignment and Lane Configuration focuses on the design procedures and domains associated with horizontal and vertical alignment, the coordination of these two design elements and related issues including: cross slopes, lane widening, balance and continuity and specialized traffic lanes such as truck climbing lanes, passing lanes and truck escape ramps.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design.
The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 2 – Design Controls, Classification and Consistency discusses how design controls such as human factors, speed, design vehicles and sight lines influence geometric design. The chapter also includes guidance for classifying links in a road network to provide for a hierarchical and readily understood road system that properly serves different purposes. The principles of providing consistency in cross section, operating speed and driver workload are outlined in this chapter.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. Design guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are included as well as guidance for integrated bicycle and pedestrian design. The Guide is organized into ten chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. The chapters are: Design Philosophy; Design Controls, Classification and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections; and Interchanges.
Chapter 1-Design Philosophy provides an introduction to the design objectives, its evolving approach and the design domain concept utilized throughout the Guide. Guidance on benefit cost analysis, value engineering and design exceptions is also provided.
Results of laboratory evaluations of a new asphalt paving and maintenance technology are introduced. The presented research and development work will show that the technology, which is based on renewable raw materials, provides a number of production and construction benefits, including lowering bitumen and mix temperatures below those typical of WMA paving, widening the weather conditions that currently restrict asphalt paving and preservation operations, and managing strength development through formulation controls. Additionally, the results will show that the technology enables cost-effective binder modification to yield PG-compliant bitumen having broader Useful Temperature Intervals (UTIs) than those achieved with traditional binder modification techniques. This paper will emphasize these and other benefits within the context of application of the technology to the energy-efficient production of durable bitumen with unique performance characteristics.
Numerous municipalities in Ontario have observed poor asphalt pavement performance over the last few years, primarily premature cracking and raveling. There was concern that the problems were mainly due to the irresponsible use of Recycle Engine Oil Bottoms (REOB) and Reclaimed Asphalt Pavement (RAP), as well as lean mixes and some mix production issues. Customized asphalt paving specifications including asphalt cement were developed for some of these municipalities. The main changes included restrictions on the modification of asphalt cement and advanced, new laboratory testing. Additional changes in asphalt mix and paving specifications included adding minimum asphalt cement content to Superpave mixes, tightening some of the construction tolerances and steps to control the amount of RAP added to the mixes.
This paper presents the main aspects of the customized municipal asphalt specifications and their implementation in five large municipalities in Ontario. Generally, the industry responded well and supplied the material that met the new specified requirements. Significant trends of improved pavement quality were observed. It is considered critical that the new requirements are understood by the Owners, Contractors and Consultants and they are consequently enforced.
Insufficient pavement density, whether within the asphalt mat or at a joint is the number one reason a pavement fails before it reaches its design life. There are a number of variables in asphalt production and paving processes that can cause lower than desired density. This paper describes innovative technologies, proper paving practices, and quality control processes used during the Petersburg, Alaska Airport Apron and Taxiway Pavement Rehabilitation Project. The purpose of using these technologies was to ensure consistent mat and joint densities were achieved.
Intelligent compaction, use of a material transfer vehicle, infrared joint heating, and warm mix additives were all used on the project. Thermal cameras, intelligent compaction data, and core samples from the mat and joints were used to verify complete rolling patterns, identify thermal segregation (or lack of), and ensure that the infrared joint heater was heating asphalt to target temperatures. These processes, combined with a good quality control program, resulted in a high quality pavement. Mat and joint densities met project specifications and 98 Percent Within Limits (PWL). The maximum allowable bonus for asphalt, density, and joint density was received.
Determining the mixing and compaction temperatures for an asphalt cement is based on the equiviscous temperature that is typically determined by the rotational viscometer. The purpose of determining the mixing and compaction temperatures is to normalize the effect of asphalt binder stiffness on mixture volumetric properties for laboratory prepared specimens. While this procedure has worked well for neat asphalt cements (i.e., asphalt binders that have a Useful Temperature Interval, UTI of < 92°C), with the more highly modified asphalt cement being used today, the rotational viscometer tends to yield excessively high mixing and compaction temperatures. A study was done by members of the Ontario Hot Mix Producers Association to determine the mixing and compaction temperatures by the rotational viscometer and also by the Dynamic Shear Rheometer (DSR) Steady Shear Flow Procedure as recommended by NCHRP Report 648. Based on these results, selected binders were combined with aggregates with two different lithologies to determine the effect of the different mixing and compaction temperatures on the mixture volumetric properties for laboratory specimens prepared using the Superpave mix design methodology.
The phenomenon of physical hardening and an assessment of its influence on the properties of of asphalt materials is presented based on a review and critical assessment of available literature on this topic. Background information is presented on this reversible property known as physical aging in non-asphalt materials such as polymers. The influence of physical hardening on asphalt binders is explained. Studies exploring physical hardening in asphalt mixtures are reviewed. The complex subject of the influence of physical hardening on pavement cracking performance is covered based on a review and assessment of the literature on this subject.
The selection of asphalt binder content is a key parameter for successful performance to resist both rutting and cracking. In the earliest time, binder content was selected visually. Marshall mixture design, developed in the 1940s, instituted the use of volumetric calculations. Initially the design method was based on total asphaltic content and did not consider that some of the asphalt binder was absorbed into the aggregate. In 1962 the Asphalt Institute added Voids in the Mineral Aggregate as a design criterion that set the design asphalt binder content based on an effective volume of asphalt on the outside of the aggregate plus the amount of asphalt binder absorbed in to the aggregate. The Marshall volumetric calculations were adopted into the Superpave method of design. Recently, interest in the cracking behaviour of asphalt mixtures has been increasing. Associated with this interest is the determination of how much effective asphalt binder content is in a mixture.
This paper discusses the setting of asphalt binder content for mixtures, the relationship of asphalt binder parameters, and a method that can independently evaluate asphalt binder content. The role of aggregate specific gravity in volumetric calculations is highlighted. The method to evaluate asphalt binder content can be used during the mix design phase, as well as the construction and mixture acceptance process.
Project management is a fundamental part of what Stantec offers in its engineering, design and planning work for the transportation sector, as well as other sectors around the world.
If Stantec’s Quality Management System is the brain that analyzes and provides feedback on our performance in project management, our 10-Point Project Management Framework is the heart that keeps it alive and allows it to thrive.
Stantec’s Quality Management System was introduced in response to a need for measurable protocols in project management and control across the company. At its core, the Quality Management System includes our 10-Point Project Management (PM) Framework, which guides the development of our projects from start to finish. A key component of the PM Framework is the PM Boot Camp, a full-day in-class session delivered year-round in our offices around the world. The Boot Camps incorporate safety moments, group exercises, and specific examples dealing with real experiences in project management at Stantec. The Boot Camps have been delivered at over 340 sessions in 135 office visits, and train over 700 of our PMs and project support people annually. Since the launch of the Boot Camps, over 3,800 Stantec PMs, leaders and support staff have taken the training, representing over 48,000 person hours of face-to-face learning. Our PMs have consistently rated their satisfaction with the training at 90-92%. The connection of the PM Framework to practical situations, as well as the knowledge and experiences of their peers, confirms the value of the training to our PMs as well as senior leadership.
Metrolinx, a Government of Ontario Agency, is currently undertaking construction for the Eglinton Crosstown Light Rail Transit (ECLRT) project which is, in total, 19 km long, 10 km of which are constructed in tunnels.
Eglinton Avenue, a major arterial road in Toronto, accommodates four (4) lanes of traffic. The area has been developed approximately 100 years ago. The ECLRT tunnels run primarily under the Eglinton Avenue Right of Way (RoW) and are passing under significant existing infrastructure including trunk brick sewers which have been deemed to be at risk of failure due to losing ring compression as a result of ground settlement due to the tunneling operations. As a precaution, to mitigate the risk of catastrophic failure, these brick sewers were lined using Cured in Place Pipe (CIPP).
One tunneled section passes directly under the Fairfield Combined Trunk Sewer (CTS) – a 1200 mm (48 inch) diameter brick sewer consisting of two or three ring brick cross sections (depending on depth), likely constructed in a hand mined tunnel. The undermined section of the sewer varies in depth from ~7 m to near ~21 m (to invert). A jet grouted station headwall had to be constructed in the upper reaches of the sewer, creating a sub-section where differential settlement would occur. It was therefore anticipated that the Fairfield CTS would likely loose compressive ring forces and collapse catastrophically.
The City of Toronto (the City) requires CIPP liners to be designed to the “Fully Deteriorated State”, meaning that the host pipe will not provide/contribute any structural support. The City had, due to the high risk impacts from failure (100’s of flooded basements), mandated that a Safety Factor of 3.0 be used for the design. The depth of the sewer, high water table and restrictions on the Structural Dimension Ratio of CIPP liners meant that the Safety Factor could not be achieved in the design using a single pass liner installation.
Relining of combined sewers requires approval from the Ministry of the Environment and Climate Change (MOECC) to ensure that relining does not cause additional combined sewer overflows. The City’s model showed significant flows surcharging in the upper reaches of the sewer. An extended period of flow monitoring and calibration was required to confirm the existing and projected hydraulics to show how the sewer would perform following relining.
The hydraulic capacity of the sewer was in the range of up to 2.3 m /s. Given the depth of the sewer of up to 20 m, bypass pumping the full capacity of the sewer was deemed not economically feasible; this would have required a long-term full closure of Eglinton Avenue and significant excavation to allow pumping access to the sewer.
This paper summarizes how these challenges were addressed using an innovative way to minimize flooding and construction risks.
The City of Toronto, the largest municipality in both population and number of vehicles in Canada, does not currently have an official position or policy regarding automated and autonomous vehicles (AVs); however, that does not mean the City has been sitting idly by. The Transportation Services Division has been actively monitoring AV developments, and working with various stakeholders to improve understanding of what they could mean for all Divisions within the City of Toronto.
This plan intends to lay the groundwork for moving ahead, without predetermining the answers. The plan's goals and objectives are based on a strategy of being as technologically agnostic as possible to improve services in a manner that benefits today, but also facilitates improvements for tomorrow. This plan will create a framework that will prepare Transportation Services to take a leadership role in understanding the potential implications of automation, guiding policy analysis, and identifying ways to expand safe mobility for all users.
Thank you to our Premier Sponsors
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