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This paper investigates the possibilities and challenges of using mass timber as a sustainable alternative for retrofitting existing buildings in Canada. To create the knowledge foundation on which to devise a holistic framework tailored to the specific characteristics of Canada's built environment, a detailed analysis of the types, geographical distribution, structural, and energy features of the local building stock is first presented. Then, previous strategies for enhancing and upgrading existing buildings with engineered timber are reviewed, classified, and evaluated. Finally, to explore economic and environmental implications, a detailed assessment of available life-cycle cost–benefit analysis approaches is conducted alongside their adaptation to Canada's building context. The findings of this paper can inform policymakers, builders, and designers in developing more sustainable building retrofit practices, design, and regulations, in line with Canada's efforts toward net zero emissions. [ABSTRACT FROM AUTHOR]

To improve the climate resiliency of existing and new pavements, it is important to carry out pavement designs using continuous climate records at high temporal frequencies. Over the years, significant research efforts have been dedicated to obtain high-quality climatic data for pavement design including the latest adoption of the Modern-Era Retrospective analysis for Research and Applications, version 2 (MERRA-2). The purpose of this study is to assess how MERRA-2 performs when compared to the Canadian Weather Energy and Engineering Datasets (CWEEDS), which provides hourly meteorological data for many parts of the country from various periods. In the first part, climate parameters at nine locations were directly compared to determine the correlation between two data sets. In the second part, long-term performances were simulated for typical flexible pavement to assess the relative impact of each climate scenario. As detailed in this paper, observed differences between MERRA-2 and CWEEDS indicate the need for further improvement of climate data quality and availability for designing resilient pavements in Canada. [ABSTRACT FROM AUTHOR]

The seismic resilience of structures can be quantified through rigorous seismic assessment. Because no detailed guideline is available for nonlinear modelling parameters and the corresponding acceptance criteria for the seismic evaluation and upgrading of steel structures in Canada, the structural commentary of the National Building Code of Canada suggests using ASCE 41, which has been adopted as a standard for seismic evaluation and retrofit of buildings in the United States (U.S.). However, because the steel design standards in Canada and the U.S. are different, their applicability to steel structures in Canada needs to be investigated. To this end, this paper critically reviews the nonlinear modelling parameters and acceptance criteria, and then recommends whether these values need to be revised or are adopted as is for the seismic evaluation and upgrading of steel structures in Canada. A numerical example of a steel moment-resisting frame is presented to demonstrate the recommended parameters being used for seismic evaluation. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The National Research Council Canada (NRC) is currently developing seismic evaluation and upgrading guidelines for existing buildings in Canada. The seismic evaluation guidelines consist of three tiers of seismic evaluation procedures, that is, Tier 1 Quick Evaluation, Tier 2 Deficiency-Based Evaluation, and Tier 3 Detailed Evaluation. This paper presents the Tier 1 Quick Evaluation procedure, which aims to update the initial quick evaluation procedure in the existing seismic evaluation guidelines developed by the NRC in early 1990s. The proposed procedure covers seismic assessment of both structural and non-structural elements, and requires the review of construction documents, on-site inspection, and calculations. A set of checklists are contained to uncover potential key seismic deficiencies of the building under evaluation. The checklists are in the form of evaluation statements that relate to potential seismic deficiencies in the structural systems and non-structural components. The proposed procedure is demonstrated by conducting the seismic evaluation of an existing building that is part of a pilot study. [ABSTRACT FROM AUTHOR]

The process of icing and the resulting layered ice masses, called aufeis, are caused by the freezing of overflow originating from groundwater or surface water. Aufeis can directly impact infrastructure and property, most commonly through winter ice formation and spring flooding within, against, and on the surface of hydraulic structures and transportation infrastructure. They also represent a safety concern for drivers. This geohazard often needs to be managed proactively and efficiently to mitigate associated risks. This paper provides an overview of the consequences of aufeis in northwestern Canada. A total of 50 existing and novel icing and aufeis mitigation approaches are described and classified. The context of applicability for each approach is identified, considering the source of water, the type of infrastructure, and its role in the formation of aufeis. Finally, future research avenues to support the development or improvement of aufeis risk reduction techniques are presented. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Although road surface friction is considered the most effective performance measure for maintenance operations, it is not commonly used due to the high cost of collection. As a result, most jurisdictions use subjective visual indicators that qualitatively describe the state of the road surface, even though they create measurement inconsistencies and offer less detailed maintenance tracking. For maintenance personnel to transition into using friction, the collection cost must be reduced. This paper attempts to do so by proposing a low-cost, machine learning-based method for predicting road surface friction using dash camera imagery and demonstrates its feasibility through a case study. The dataset used for this project was collected in the City of Edmonton, AB, Canada during its 2021/2022 winter season. Three models were developed using tree-based algorithms, where all three displayed high performance with an average root mean squared error of 0.0796 or 79.3% accuracy based on RMSPE. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Public transit plays a significant role in the sustainability of an urban region which requires high pedestrian safety at the interchange points. This research studies the magnitude of pedestrian collisions in the proximity of Public Transit Access Points (PTAPs) and address how Traffic Calming strategies and road elements improve pedestrian safety at PTAPs. Getis-Ord Hotspot Analysis and the Negative Binomial models are applied to address research questions. Pedestrian collisions occur more frequently at intersections with the presence of a PTAP and with a higher volume and number of bus routes. Traffic calming strategies such as road width reduction, sidewalk width increase, median refugees, pedestrian crossing phase, and vehicle stop signs could improve pedestrian safety of PTAP. Besides, pedestrians are at more risk in PTAP at locations where high road gradients and in proximity to intersections with a higher number of directions of vehicle traffic flow. [ABSTRACT FROM AUTHOR]

The article offers information on the editorial policy implemented by the "Canadian Journal of Civil Engineering." The journal, which is intended to reflect and stimulate the practice of civil engineering in Canada, is said to be recognized as the official technical journal of the Canadian Society for Civil Engineering and is published monthly by the National Research Council. It is not claimed to publish papers that are clearly in the domain of the "Canadian Geotechnical Journal" or the "Canadian Surveyor."

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This paper presents a simplified approach to quantify the contribution of individual factors to the historical growth or decline in total travel between two points in time. The method employs person trip rates and distributions of the individual characteristics at the two time points to determine the portion of urban person travel increase or decrease associated with the change in each factor. The paper presents the application of the approach to investigate changes in person travel in the Greater Toronto Area between 1986 and 1996. Specifically, the study determined the change in person travel attributed to each of the following factors independently: change in population size, change in age distribution, change in residential location distribution, and change in employment status distribution (full time, part time, work at home). The data were obtained from the 1986 and 1996 Transportation Tomorrow Surveys (TTSs).Key words: transportation planning, travel demand.Cet article présente une approche simplifiée afin de quantifier la contribution des facteurs individuels à l'augmentation/diminution historique du nombre total de voyages entre deux points dans le temps. La méthode utilise les taux de déplacements des individus et les distributions des caractéristiques individuelles aux deux points dans le temps afin de déterminer l'augmentation/diminution de la portion des déplacements des individus en ville associée au changement de chaque facteur. Ensuite, l'article présente l'application de l'approche afin d'étudier les changements des déplacements des individus dans le Grand Toronto entre 1986 et 1996. Plus particulièrement, l'étude a déterminé que le changement dans les déplacements des individus est attribué à chacun de ces facteurs indépendants, soit le changement dans la taille de la population, le changement dans la distribution de l'âge, le changement dans la distribution des locations résidentielles et le changement dans la distribution du statut d'emploi (temps plein, temps partiel, travail à la maison). Les données ont été obtenues dans le Transportation Tomorrow Surveys (TTS) de 1986 et 1996.Mots clés : planification des transports, demande de déplacements.[Traduit par la Rédaction] [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The purpose of this paper is to provide a summary of the evolution of seismic design in Canada. This paper presents the significant changes to the approach taken in determining seismic hazards and seismic hazard maps, and describes the evolution of the seismic design provisions of the National building code of Canada. The introduction of important parameters in determining the seismic base shear such as the period of vibration of the structure, the influence of type of soil, and the concepts of ductility and energy dissipation capacity of elements and structures are presented. The levels of seismic design base shears, determined from different versions of the National Building Code of Canada, are compared for reinforced concrete frame and wall structures to illustrate the changes. L'objectif de cet article est de présenter un sommaire de l'évolution de la conception parasismique au Canada en se référant aux modifications des efforts sismiques prescrits par le Code National du Bâtiment du Canada. Les changements majeurs concernant l'aléa sismique et les cartes sismiques correspondantes qui ont été créées sont présentés. On présente également les paramètres importants, qui influencent le calcul sismique de l'effort tranchant à la base, tels que la période de la structure, l'influence du type de sols, les concepts de ductilité et de dissipation d'énergie. La variabilité du niveau des charges sismiques, pour les différentes versions du Code National du Bâtiment du Canada, est présentée pour les cadres en béton et les refends, afin d'illustrer ces changements. [ABSTRACT FROM AUTHOR]

Electrical transmission lines in Canada and elsewhere widely utilize wood structures to support electrical conductors. The Gulfport structure is one of the largest wooden structures used in Canada’s electricity transmission networks. Continuous exposure of crossarms to wide-ranging temperature, moisture, and load conditions makes them vulnerable to internal decay and failure under adverse weather conditions, such as windstorms and snowstorms. These failures can result in forced outages and customer disruptions with significant economic losses, and therefore the electrical utility industry has taken a keen interest in developing condition-assessment methods to support cost-effective replacement of aged wood crossarms. At present, there is no dataset available regarding the remaining strength of wood pole crossarms exposed to the aboveground environment for 30-40 years of service life in Canada. This paper presents a comprehensive experimental study focussed on evaluating the remaining strength distribution in a sample of crossarms removed from service. The experimental data presented in the paper are essential to assess remaining life and develop guidelines for condition assessment of crossarms. Les lignes de transport d’électricité au Canada et ailleurs utilisent beaucoup les structures de bois pour soutenir les conducteurs électriques. La structure Gulf Port est l’une des plus grandes structures de bois utilisées dans les réseaux de transport d’électricité au Canada. L’exposition perpétuelle des traverses de poteaux à une large gamme de température, d’humidité et de charge, les rendant vulnérables à la pourriture interne et à la défaillance sous diverses conditions climatiques, tels que des tempêtes de vent et de neige. Ces défaillances peuvent engendrer des indisponibilités fortuites et des pannes de courant chez les usagers, impliquant de fortes pertes financières. L’industrie des services électriques a donc montré un intérêt à développer des méthodes d’évaluation des conditions afin de soutenir le remplacement rentable des vielles traverses de poteaux en bois. Présentement, aucun ensemble de données n’est disponible concernant la résistance résiduelle des traverses en bois des poteaux exposés aux conditions environnementales au-dessus du sol pendant 30 à 40 ans au Canada. Le présent article porte sur une étude expérimentale complète portant sur l’évaluation de la distribution de la résistance résiduelle dans un échantillon de traverses de poteaux retirées du service. Les données expérimentales présentées dans cet article sont primordiales pour évaluer la durée de vie restante et mettre sur pied des directives pour l’évaluation de l’état des traverses de poteaux. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In Canada, over 300 heavy vehicles equipped with central tire inflation systems are being used in forestry, mining, and grain hauling. Since 1995, Saskatchewan Highways and Transportation has permitted truck fleets to operate with primary highway axle loads on secondary highways under a partnership program. This paper reports on the comparison of rutting progression on an accelerated field experiment utilizing standard and reduced tire pressures. The experiment was conducted by Saskatchewan Highways and Transportation in the Big Quill Lake area of southern Saskatchewan. The vehicles used in the experiment were nine-axle B trains, eight-axle B trains, and six-axle semi-trailers. The statistical analysis of rutting data presented in the paper shows that reduced tire pressures can effectively extend the pavement service life of gravel and thin membrane surfaced roads. On the thin membrane pavements, there was less rutting on the low-pressure lane until twice as many vehicles had trafficked the road, and rutting was no worse on the low-pressure lane even when 10 times as many vehicles had trafficked the road. On the gravel surface, rut depth was lower on the low-pressure lane until twice as many trucks had trafficked that lane.Key words: rutting, pavement, central tire inflation, tire pressure, low-volume roads, unsurfaced roads.Au Canada, plus de 300 véhicules lourds équipés de systèmes centraux de gonflement des pneus sont en usage dans les secteurs forestier et minier et pour le transport de grains. Depuis 1995, le département des autoroutes et des transports de la Saskatchewan (« Saskatchewan Highways and Transportation ») a permis aux flottes de camions d'opérer sur des autoroutes secondaires avec des charges aux essieux pour autoroutes primaires dans le cadre d'un programme de partenariat. Cet article se penche sur la comparaison de la progression de l'orniérage lors d'un essai accéléré sur le terrain en utilisant des pressions normales et réduites pour les pneus. L'essai a été conduit par le département des autoroutes et des transports de la Saskatchewan dans la région du lac Big Quill, dans le sud de la province. Les véhicules employés durant l'essai ont été des trains routiers de type B à neuf essieux, des trains routiers de type B à huit essieux et des semi-remorques à six essieux. Les analyses statistique des données sur l'orniérage présentées dans cet article montrent que des pressions réduites pour les pneus peuvent de fait étendre la durée de vie de la chaussée pour des routes de gravier et à membrane mince. Sur les chaussées à membrane mince, il y a moins d'orniérage sur la voie employée avec des pneus à pression réduite jusqu'à ce que le traffic de véhicules soit deux fois plus élevé, et l'orniérage n'est pas plus mauvais sur la voie dédiée pour les pneus à pression réduite même lorsque le traffic de véhicules est dix fois plus élevé. Sur la surface de gravier, la profondeur des ornières est plus basse sur la voie pour les pneus à pression réduite jusqu'à ce que le traffic de camions soit deux plus élevé.Mots clés : orniérage, chaussée, gonflement de pneus central, pression de pneus, routes à volume réduit, routes non-pavées.[Traduit par la Rédaction] [ABSTRACT FROM AUTHOR]

There are a myriad of laws, regulations, and policies governing the operating weights and dimensions of trucks. In Canada and many northern states, these regulations form a continuum of basic limits, seasonal variations, and overweight/overdimension limits that are legally permitted. This paper deals with the seasonal aspects of weight limits (winter weight premiums and spring weight restrictions) governing trucking within and to and from the prairie region. This region encompasses Manitoba, Saskatchewan, and Alberta, and the northern tier states of Minnesota, North Dakota, and Montana. The paper presents results of research conducted for the transportation departments of the three prairie provinces and Public Works and Government Services Canada. It discusses existing winter weight premium and spring weight restriction regulations, as well as basic weight regulations in the region, and their technical rationale. It examines possibilities for using advanced technologies to help harmonize and rationalize seasonal truck size and weight regulations and enforcement practices, and identifies immediate opportunities for rationalization and harmonization of spring weight restrictions and winter weight premiums. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)