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A Review of Alberta Transportation Mix Type Selection Criteria

lun, 03/12/2018 - 19:03
A Review of Alberta Transportation Mix Type Selection Criteria
by McMillan,C; Palsat,D.
2002.
Proceedings of the Forty-Seventh Annual Conference of the Canadian Technical Asphalt Association (CTAA): Calgary, Alberta.
CA6 AIH___ 2002P02 - MAIN


Current asphalt concrete pavement mix type selection protocols, developed by Alberta Transportation in the late 1980s, replaced an informal system of selecting aggregate properties, asphalt cement grades, and Marshall mix design requirements. Subsequent to their initial development and implementation, several significant developments in pavements engineering (e.g. the Strategic Highway Research Program, updating of Equivalent Single Axle Load (ESAL) factors, and the implementation of segregation specifications) have occurred. This paper presents the results of a research study carried out to validate the current mix type selection criteria. A network analysis of the rutting performance of over 6,600 km of primary highways representing 365 paving projects between 5 and 15 years in age formed the basis for the analysis. New protocols and criteria for the selection of mix types, based on design traffic and climate zone for typical highway loadings and conditions, are presented. Criteria developed for Superpave mixtures are not included in this paper. Mix types are defined by aggregate and mix design criteria to primarily address high temperature rutting performance and durability. A separate protocol was developed for selecting both conventional and Performance Graded (PG) asphalt binders to address low temperature cracking performance and high temperature rutting performance.

Effectiveness of a Multigrade-Type Binder in Recycling Recovered Asphalt Pavement (RAP)

lun, 03/12/2018 - 18:06
Effectiveness of a Multigrade-Type Binder in Recycling Recovered Asphalt Pavement (RAP)
by Lenters,JR; Deme,IJ.
2002.
Proceedings of the Forty-Seventh Annual Conference of the Canadian Technical Asphalt Association (CTAA): Calgary, Alberta.
CA6 AIH___ 2002P01 - MAIN


Recycling old asphalt pavement has both environmental and economic benefits, but one question persists: “Does the old binder, coating the RAP aggregate, intermingle with the binder in the new mix or does the RAP behave like black rock?” Complete mixing of the old and the new binder is essential for effective rejuvenation of the old binder. A study using an engineered PG 52-40 binder with various amounts of recycled asphalt pavement (RAP) (15, 30 and 45%) in a drum mix plant was conducted at a recycling project in Cornwall, Ontario Binders from the RAP pile and from recycled hot-mixes containing various amounts of RAP were analyzed using SUPERPAVE MP1 binder characterization. Low temperature fracture properties of slabs sawn from the pavements were also tested by the thermal stress restrained specimen test (TSRST). Similar thermal cracking temperatures were obtained for both the binders and their respective pavement slabs tests, confirming that the binder in the new mix had commingled with the RAP binder. The RAP was not behaving as black rock. It verified also that the PG 52-40 multigrade-type binder, in rejuvenating the RAP, yielded hot mixes with binder properties similar to those in a brand new mix, even at high RAP contents.

Proceedings of the Forty-Seventh Annual Conference of the Canadian Technical Asphalt Association (CTAA): Calgary, Alberta

lun, 03/12/2018 - 17:54
Proceedings of the Forty-Seventh Annual Conference of the Canadian Technical Asphalt Association (CTAA): Calgary, Alberta
2002.
Proceedings of the Forty-Seventh Annual Conference of the Canadian Technical Asphalt Association (CTAA): Calgary, Alberta.
CA6 AIH___ 2002P01-24 - MAIN

Improving Safety in School and Playground Zones Through Harmonization

sam, 03/10/2018 - 19:56
Improving Safety in School and Playground Zones Through Harmonization
by Churchill,AE; Domarad,J; Kattan,L; Mishra,S; Iwaskow,G.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5133 - INTERNET


Public demand for improving safety on our roads continues to be a top concern in Calgary and across Canada. This demand is most pronounced around schools and playgrounds where concerns for the safety of children are greatest and where we also know that children are overrepresented in collisions. Safety improvement in these areas of Calgary has been approached from several angles but one recurring issue was the different times and different days of effect for the two zone types, playground and school. This resulted in inconsistent expectations and confusion for motorists and a perception that non-compliance with reduced speeds was occurring due to the inconsistency of the zone days and hours. Between 2014 and 2016 Calgary’s school and playground zone times were harmonized, followed by a conversion of school zones to playground zones. An evaluation of School and Playground Zone Harmonization was recently completed to determine the impacts the changes had on operational speeds and collisions as indicators of road safety.

Improved Roundabout Safety for Heavy Vehicles and Vulnerable Users, Sicamous, BC

sam, 03/10/2018 - 19:24
Improved Roundabout Safety for Heavy Vehicles and Vulnerable Users, Sicamous, BC
by Newcombe,E.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5132 - INTERNET


The Okanagan Valley Corridor program of improvements to safety and reliability included the Highway 97A / Main Street Roundabout upgrade in Sicamous, largely known as a resort town on Shuswap Lake, 140 km east of Kamloops. McElhanney Consulting Services Ltd. (McElhanney) was retained by BC MoTI for the preliminary and detailed design of this $5.7M project that provided significant improvements to facilities for pedestrians and cyclists, improved access to the community and local businesses, and included several design features to accommodate oversize permit vehicles. This project replaced a geometrically substandard multi-leg intersection on Highway 97A in Sicamous, BC with a 4-leg modern roundabout. The original, multi-leg, 45-degree skewed intersection configuration was confusing and so geometrically insufficient that local users avoided the intersection and dubbed it “the Octopus.” There were no facilities for cyclists or pedestrians, and students of the adjacent high school crossed the highway irregularly. The community of Sicamous has a high proportion of seniors. It is also a base for numerous houseboat rental companies on Shuswap Lake, requiring seasonal hauling of houseboats through the intersection. The new design provides several unique features for heavy vehicles, especially oversize permit vehicles, which helped the Province of BC gain trucking industry acceptance of roundabouts on numbered highways. The project includes safe and effective pedestrian and cyclist integration; rain gardens with native, drought-resistant plantings; and a community-based public art installation.

Impact of Effective Layer Thicknesses on the Structural Performance of In-Service Roads

sam, 03/10/2018 - 18:44
Impact of Effective Layer Thicknesses on the Structural Performance of In-Service Roads
by Soares,R; Haichert,R; Berthelot,C.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5131 - INTERNET


Over the in-service life of a road, the structural layers are subjected to environmental effects such as freeze-thaw, moisture migration and fines translation into the structural layers. These processes affect the mechanical properties of the layers and reduce the structural life cycle of a road. These effects are known to increase in areas of higher moisture susceptibility. This study focuses on the use of a comprehensive field road condition data collection and post-survey analysis integrated with non-linear structural finite element modeling to assess the current moisture migration condition of an in-service road structure, mechanistic materials characterization and numerical modeling was used to quantify the impact on the structural integrity of the road and the effective remaining layers. Results from non-linear finite element analysis and non-destructive pavement condition data collection show that moisture infiltrated layers contribute to pavement deterioration as the effective layer thickness is reduced, therefore compromising structural integrity of the overall structure. The three-dimensional structural model results show higher peak surface defections for the compromised structures, as expected. Strains, both orthogonal and shear, also increased in the case of thinner effective layer thickness. This study shows three-dimensional modeling calculated shear strains were found to yield a higher rate of increase as the road deteriorates. As well, the induced shear strains were found to be significantly higher than traditional orthogonal strains used to predict pavement performance. Therefore, true three-dimensional modeling and non-linear orthogonal materials characterization better captures shear strains state which is known to be the primary failure mechanism of road structural performance.

How Resilient are Buried Bridges in Extreme Hydraulic Events?

sam, 03/10/2018 - 17:00
How Resilient are Buried Bridges in Extreme Hydraulic Events?
by Williams,K; Spence,N; MacKinnon,S.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5130 - INTERNET


Transportation agencies across the country are facing more frequent extreme hydraulic events which negatively impact and damage transportation networks. Transportation networks disrupted from more extreme hydraulic events could result in large repair costs, negative costs to the economy from disrupted travel, and expose the public to safety hazards. Agencies desire infrastructure which accommodate an agency’s limited financial and environmental resources, minimize disruption to the public, and can accommodate changes such as climate change impacts. Buried bridges, commonly referred to as buried structures, are soil-structure bridges which derive their support from composite interaction between their structural bridge component and their surrounding soil. Buried bridges have spans up to 40 m and are found across Canada. Buried bridges have several accelerated bridge construction benefits such as an ability to be rapidly constructed, and installed costs 33% to 67% lower than traditional beam bridges. The paper’s objective is to evaluate a buried bridge’s resilience to extreme hydraulic events and inform practitioners of best practices for designing and constructing buried bridges more resilient to extreme hydraulic events. Resilience is defined by the Federal Highway Administration as ‘the ability to anticipate, prepare for, and adapt to changing conditions and withstand, respond to, and recover rapidly from disruptions’ (Federal Highway Administration, January 2017). Climate change is increasing the frequency and severity of extreme hydraulic events. This increases the risk of public disruption from a buried bridge’s surrounding backfill being compromised through piping, washout, or scour. The 2014 CHBDC outlines buried structure hydraulic design criteria and requires designers to prevent structure and embankment failure during predicted floods. The draft 2019 CHBDC enhances this criteria by requiring designers to consider resilience and minimize damage from unforeseen events. In other words, the CHBDC requires designers to prevent public disruption under predicted conditions and minimize public disruption from unforeseen events. This paper will present best practices to design and evaluate a buried structure’s hydraulic design criteria such that it better satisfies the CHBDC’s current and future design requirements. A design approach which increases buried structure’s resilience against extreme hydraulic events is introduced. Findings of a desktop study evaluating how resilient various buried bridges are when their surrounding soil is piped, washed out, or scoured away are presented.

Highway 11 and 16 Interchange Functional Planning Study, Saskatoon, Saskatchewan

sam, 03/10/2018 - 16:42
Highway 11 and 16 Interchange Functional Planning Study, Saskatoon, Saskatchewan
by Le Boutillier,D; Moulds,S.
2018.
TAC 2018: Innovation and Technology: Evolving Transportation - 2018 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2018A5129 - INTERNET


In 2015, the City of Saskatoon began an important journey to upgrade the existing 1960s cloverleaf interchange at the junction of Highway 11 and Highway 16 in southern Saskatoon. Serving traffic from both the Yellowhead Highway and Circle Drive (the City’s ring road), the interchange is nearing the end of its functional lifespan and has long been identified as a priority for improvement to relieve significant daily congestion, delays to goods movements and citizens, reduce collisions caused by stop and go and short weave conditions, and unnecessary emissions. Additionally, due to substandard 4.7 m vertical clearance under the overpass, high trucks collide with the structure on a regular basis. To complicate the improvements, the existing interchange is located in an established area of Saskatoon, with residential development built up to the road right-of-way in three of the four quadrants. Access to these neighbourhoods is at adjacent interchanges, located between 1.2 km and 2.1 km from the cloverleaf interchange. The proximity to these interchanges limits weaving opportunities and impacts traffic operations in the area.

Managing the Transition to Driverless Road Freight Transport

jeu, 03/01/2018 - 16:45
Managing the Transition to Driverless Road Freight Transport
by Veryard,D.
2017.
ZZ IEM_22 2017M17 - INTERNET


This report explores how a transition to driverless trucks could happen. Reduced reliance on humans to move road freight offers many benefits. It also threatens to disrupt the careers and lives of millions of professional truck drivers. Based on different scenarios for the large-scale introduction of automated road freight transport, this study makes recommendations to help governments manage potential disruption and ensure a just transition for affected drivers.

Guide de gestion des charges pour les chaussées à faible capacite

ven, 02/16/2018 - 21:27
Guide de gestion des charges pour les chaussées à faible capacite
by St. Michel,G; Reggin,A; Kavanagh,L.
2017.
CA6 ARH_90 2017L55Z - MAIN


Le Guide de gestion des charges pour les chaussées à faible capacité fournit une synthèse de pratiques canadiennes et internationales pour gérer les structures de chaussée à faible capacité dans des climats nordiques. Le guide inclut une série de pratiques exemplaires recommandées pour gérer ces chaussées en période de gel et de dégel ainsi que la gestion des chaussées tout au cours de l’année. Une base économique pour effectuer des décisions en matière de gestion des charges pour les chaussées à faible capacité est présentée dans le Guide. Le document renferme un cadre de soutien pour la prise de décision, qui peut être adapté pour toute administration routière canadienne afin de les aider à prendre des décisions économiquement justifiées et de restreindre les charges sur les structures de chaussée à faible capacité.

Lignes directrices nationales sur la sécurité en zone de travaux routiers au Canada

ven, 02/16/2018 - 21:27
Lignes directrices nationales sur la sécurité en zone de travaux routiers au Canada
by Rempel,G; Montufar,J; Patmore,K; Bahar,G; Smiley,A.
2016.
CA6 ARH_60 2016W59Z - MAIN


Il est nécessaire d’élaborer une source nationale de lignes directrices pour venir en aide aux organismes canadiens et à leurs entrepreneurs qui doivent créer des zones de travaux routiers sécuritaires pour les travailleurs et le grand public (une attention particulière devant être accordée aux usagers vulnérables de la route). Bien que ces lignes directrices doivent promouvoir des normes standard, elles doivent aussi demeurer flexibles pour tenir compte des facteurs politiques, législatifs et fiscaux uniques à chaque administration gouvernementale et reconnaître les différents codes de la route des provinces. De plus, les lignes directrices doivent être sensibles aux pratiques en zone de travaux routiers dans les États américains à proximité, vu l’interconnectivité des réseaux de transport canadiens et américains. Ce projet a donc pour but l’élaboration de lignes directrices encourageant l’utilisation de pratiques cohérentes au Canada en matière de zones de travaux routiers pour les routes de classifications différentes et en milieux différents (rural/urbain/suburbain, été/hiver, jour/nuit, etc.), les vitesses d’exploitation typiques (sans zone de travaux), les vitesses d’exploitation souhaitables (dans une zone de travaux – travailleurs sur place ou non), les débits et la composition de la circulation (par ex., les motos, véhicules commerciaux, etc.), l’âge des groupes d’usagers, l’aménagement du territoire adjacent, les conditions temporaires et variables de la chaussée (par ex., le frottement des pneus et la surface de contact avec des surfaces différentes pour les automobiles, les scooters, les motocyclettes, etc.), de même que la longueur et la durée de la zone de travaux routiers. La charge de travail des usagers de la route (dont les conducteurs et les usagers vulnérables de la route) ainsi que les attentes feront partie des lignes directrices. Les deux tâches principales du projet sont les suivantes : a) définir et résoudre les lacunes en matière de pratiques au Canada; et b) concevoir un ouvrage de référence encourageant l’uniformité nationale en ce qui concerne les usagers vulnérables de la route, la planification de la gestion, la gestion et la documentation des incidents, les audits de sécurité routière en zone de travaux (avant et pendant les activités dans la zone de travaux), ainsi que les détours et la gestion des actifs (dont l’accommodement des usagers vulnérables de la route). On s’attend à ce que ce document encourage une pratique plus uniforme en matière de sécurité en zone de travaux routiers au Canada dans différentes conditions d’exploitation. Ces lignes directrices fourniront des outils additionnels qui contribueront à une communication claire et uniforme aux usagers de la route en zones de travaux routiers. La pratique uniforme jette les bases sur lesquelles reposent les attentes des usagers de la route dans les zones de travaux routiers et leur habileté à répondre de façon appropriée selon leur expérience dans des situations semblables. La sécurité en zone de travaux routiers devrait s’améliorer à mesure que le contenu des présentes lignes directrices sera adopté et intégré aux pratiques municipales et provinciales à la grandeur du pays.

Canadian Guide to Traffic Calming

ven, 02/16/2018 - 21:27
Canadian Guide to Traffic Calming
by Solomon,H; Malone,B; Garcia,J; Bottesini,G; Hoeun,S; Chartier,G.
Second Edition.
2018.
CA6 ARH_65 2018C13 - MAIN


The Canadian Guide to Traffic Calming presents traffic calming as a method to reduce the speed and/or volume of non-local traffic infiltrating into neighbourhoods. The Guide explains principles of traffic calming, suggests a process for introducing and implementing traffic calming, and describes the applicability, effectiveness, and design principle for a wide range of traffic calming devices. The devices are categorized in terms of vertical deflection, horizontal deflection, roadway narrowing, surface treatment, pavement markings, access restriction, gateways, enforcement, education, shared space, and emerging technologies and measures.

Suitability and Limitations of Using an Open Source Video Data Approach to Understand Hazardous Goods Movement by Rail

jeu, 02/08/2018 - 20:37
Suitability and Limitations of Using an Open Source Video Data Approach to Understand Hazardous Goods Movement by Rail
by McPhee,B; Hanson,T.
2017.
Canadian Transportation Research Forum 52nd Annual Conference - Canadian Transportation: 150 Years of Progress//Les transports au Canada : 150 ans de progrès - Winnipeg, Manitoba, May 28-31, 2017.
CA6 AIP_10 2017P29 - INTERNET


The safe and secure transportation of dangerous goods throughout Canada has faced increased scrutiny in recent years, due to the increase in dangerous goods being transported by rail and several high profile derailments. Following the Lac Mégantic tragedy in July 2013, Transport Canada issued Protective Direction (PD) 32, which has since been replaced by PD 36, to facilitate the sharing of rail cargo data between railway companies and emergency organizations within communities. The reports provided by the railway companies have the data aggregated on a quarterly level, which makes it difficult to determine any shorter term trends in the movement of dangerous goods. The results from a survey of select emergency officials in New Brunswick indicated that there was general satisfaction with the current reports they are receiving through PD36, although there was a desire for more detailed data to be presented on a lower level of aggregation (Hanson & McPhee, 2016). This paper presents the results of a study to determine the suitability and limitations of using a digital video camera to understand the movement of hazardous goods by rail through a municipality within New Brunswick.

Supply Chain Threats and Emergency Management

jeu, 02/08/2018 - 19:44
Supply Chain Threats and Emergency Management
by Prokop,DJ.
2017.
Canadian Transportation Research Forum 52nd Annual Conference - Canadian Transportation: 150 Years of Progress//Les transports au Canada : 150 ans de progrès - Winnipeg, Manitoba, May 28-31, 2017.
CA6 AIP_10 2017P28 - INTERNET


This paper discusses environmental threats to supply chains and how to deal with them. In particular, impacts on infrastructure are outlined. In order to prepare for and attempt to mitigate these threats a basic outline for emergency management is provided. In fact, there are two rival approaches to emergency management. One is proactive and the other is reactive. Tensions between the two will be discussed from a logistics perspective. As well, a hybrid approach which is being used successfully in Alaska will be recommended. However, to complicate matters there is also inter-governmental tensions involved in emergency management. The interplay between the Federal Emergency Management Agency (FEMA) and U.S. state/local authorities will be discussed in order to illustrate this problem. Logistics will be shown to be a critical element in any effective emergency management plan. Restoring law and order, ensuring safety and security are paramount; but these are strategic goals. The tactics are where the complexities of emergency management present themselves. The hybrid approach will be shown to be an appropriate response since it is more flexible and inclusive.

Utilizing Machine Learning to Reduce the Processing Time for GPS Truck Based Map-Matching

jeu, 02/08/2018 - 19:27
Utilizing Machine Learning to Reduce the Processing Time for GPS Truck Based Map-Matching
by Gingerich,K; Maoh,H.
2017.
Canadian Transportation Research Forum 52nd Annual Conference - Canadian Transportation: 150 Years of Progress//Les transports au Canada : 150 ans de progrès - Winnipeg, Manitoba, May 28-31, 2017.
CA6 AIP_10 2017P27 - INTERNET


Map-matching is a process where point events, often derived from GPS pings generated by a moving vehicle, are converted into a line event that identifies the route of the vehicle. As evidenced by Figure 1, the actual route taken by a vehicle is inherently more complicated than a straight line connecting the two pings (points). A better approach is to identify the most probable route taken by the vehicle. Determining the route that is generated from map-matching provides a dual purpose: a more realistic depiction of the travel behavior of vehicles and a connection between the trip and road links that were utilized. This short paper presents a method designed to decrease the overall computational processing time of typical map-matching. This approach utilizes machine learning to identify the patterns in the volume of vehicles on each road link and apply this information to unprocessed data. The next section of the paper will describe the dataset of GPS pings used in this analysis. Next, the results of map-matching using traditional GIS-based techniques will be discussed. The resulting dataset will then be used as an input to train an initial artificial neural network (ANN) model that will eventually be capable of predicting the map-matching outcomes at a much faster speed.

Photo Radar in Ontario – Will Being a Late Adopter Solve the Problems?

jeu, 02/08/2018 - 18:53
Photo Radar in Ontario – Will Being a Late Adopter Solve the Problems?
by Baldwin,G.
2017.
Canadian Transportation Research Forum 52nd Annual Conference - Canadian Transportation: 150 Years of Progress//Les transports au Canada : 150 ans de progrès - Winnipeg, Manitoba, May 28-31, 2017.
CA6 AIP_10 2017P26 - INTERNET


Photo radar was introduced in Ontario in 1994 by the NDP government and discontinued in 1995 by the Conservative government. In late 2016, the Liberal government announced that legislation would be tabled to re-introduce photo radar in school zones and designated “community safety zones”. Has enough changed in two decades with the use of this technology elsewhere in Canada to solve the problems that resulted in Ontario’s dropping of photo radar the first time around?

Author’s Closure: Comments on "Longitudinal Thermal Cracking Phenomenon: Thermal Imaging Detection and Laboratory Case Studies"

lun, 02/05/2018 - 21:15
Author’s Closure: Comments on "Longitudinal Thermal Cracking Phenomenon: Thermal Imaging Detection and Laboratory Case Studies"
by Lavoie,M.
2017.
Proceedings of the Sixth-Second Annual Conference of the Canadian Technical Asphalt Association (CTAA): Halifax, Nova Scotia.
CA6 AIH___ 2017P28 - MAIN


The paper provides final comments from the original lead author of the paper entitled "Longitudinal Thermal Cracking Phenomenon: Thermal Imaging Detection and Laboratory Case Studies," which was published in the proceedings of the CTAA 61st Annual Conference. The author of the original paper would like to acknowledge the detailed response submitted by Mr. Brown, Consultant Engineer. The comments make it possible to revive the discussions on the importance of improving the homogeneity of asphalt laying. The definition criterion of the Ministere des Transports, de la Mobilite durable et de l’Electrification des transports (MTMDET) concerning thermal streaks includes the therm “thermal” with reference to the type of measure used, regardless of the type of segregation that generates this thermal signature. Since the defects in the distribution of the asphalt are not easily identifiable, thermal imaging, allowing the detection of thermal streaks and the possibility of seeing the effects of paver’s adjustments, is the ideal tool to reduce risks of longitudinal cracking in asphalt pavements.

Discussion Paper: Comments on "Longitudinal Thermal Cracking Phenomenon: Thermal Imaging Detection and Laboratory Case Studies"

lun, 02/05/2018 - 21:04
Discussion Paper: Comments on "Longitudinal Thermal Cracking Phenomenon: Thermal Imaging Detection and Laboratory Case Studies"
by Brown,A.
2017.
Proceedings of the Sixth-Second Annual Conference of the Canadian Technical Asphalt Association (CTAA): Halifax, Nova Scotia.
CA6 AIH___ 2017P27 - MAIN


The authors present a very complete paper with excellent laboratory data on the properties of a physically segregated mix and point out the problems associated segregated mix in terms of performance. They have also shown that non-destructive thermal imaging carried out as the mat is laid can effectively locate physical segregation. However, type of segregation they highlight in this paper is not related to the temperature of the mix. In this Author’s opinion, this is physical segregation caused by the irregularities in the flow of material under the screed. It can be detected with thermal imagery but it cannot be resolved or prevented by the techniques used to address thermal segregation.

Paver la voie: technologie et le futur du véhicule automatisé.

ven, 02/02/2018 - 20:33
Paver la voie: technologie et le futur du véhicule automatisé.
Le Comité sénatorial permanent des transports et des communications.
2018.
CA1 AA_100 2018D61Z - INTERNET


À la demande du ministre des Transports, le Comité sénatorial permanent des transports et des communications a mené une étude intitulée « La technologie des véhicules automatisés et son avenir : Paver la voie » portant sur les questions techniques et réglementaires liées à l’arrivée des véhicules branchés et automatisés (c.-à-d. sans conducteur). Le Comité a entendu 78 témoins venant du Canada et des États-Unis, a reçu un bon nombre de mémoires écrits de la part des différents secteurs touchés et a assisté à de nombreuses démonstrations de cette technologie qui évolue rapidement. Le Comité a formulé 16 recommandations à l’intention du gouvernement fédéral. Nous croyons que ces recommandations contribueront à établir une stratégie nationale coordonnée sur les véhicules automatisés et branchés.

Driving Change: Technology and the future of the automated vehicle

ven, 02/02/2018 - 20:25
Driving Change: Technology and the future of the automated vehicle
Senate Standing Committee on Transport and Communications.
2018.
CA1 AA_100 2018D61 - INTERNET


At the request of the Minister of Transport, the Standing Senate Committee on Transport and Communications undertook this study, “Driving Change: Technology and the Future of the Automated Vehicle”, on the regulatory and technical issues related to the deployment of automated (i.e. driverless) and connected vehicles. The Committee heard from over 78 witnesses from across Canada and the United States, received a number of written submissions from various sectors involved, and participated in many impressive demonstrations of this quickly developing technology. The Committee is making 16 recommendations to the federal government, recommendations we believe will help build a coordinated national strategy on automated and connected vehicles.

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