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A series of 1659 tests were performed measuring the conveyance of twelve (12) different catch basin inlet configurations for various road orientations. The catch inlet combinations include single and double round herringbone grates (OPSD 400.070 and DWG. No. S19), single and double square herringbone grates (OPSD 400.020), square grate with square bars (MT-310), high capacity inlet (Stepcon 5103), circular open cover (type B) (OPSD 401.010), circular closed cover (type A) (OPSD 401.010) and single and double curb mounted inlets (DWG. No. S22 and DWG. No. S28). These tests resulted in 116 catch basin inlet rating curves which are presented in this document. The experiments were performed using a full scale model roadway at the Ocean, Coastal and River Engineering Research Centre of the National Research Council Canada in Ottawa. Water flows ranging from 0.001 - 0.41 m³/s were delivered to the model roadway and six (6) road grades ranging from 0.5 - 10.0% and cross-slopes of 0.0, 2.0 and 4.0% were examined. In this document the experimental setup and methodology are reviewed. The 116 best fit catch basin inlet ratings curves are provided. The experimental data on which the rating curves are based along with the uncertainty analyses are provided. An example of the analysis to obtain the best fit ratings curves from the experimental data is reviewed., This work provides the best fit curves to the experimental data obtained in the following two reports: "Experimental testing of catch basin rating curves" & "City of Ottawa catch basin performance study"

Active transport (i.e., moving oneself from place to place by walking, cycling, or other active means) is recognized as a sustainable and inclusive form of transportation. It is also a primary source of physical activity for most adults and the associated benefits are clear for community well-being, air pollution, climate change, environment, and health. Unfortunately, the majority of Canadian adults do not employ active transport on a daily basis. To help identify potential policies and interventions that may shed insight on active transport of adults, two reviews were conducted. First, we performed a rapid review of reviews describing the promotion of active transport among Canadian adults. This involved searching the research literature for Canadian specific reviews, published since 2017, that summarized evidence of policies, interventions, or programs that supported active transport among Canadian adults. Second, a scoping review was conducted of published reviews, including both international and Canadian content, that described policies and interventions that influence or affect active transport among adults. Based on our preliminary scan of Canadian based research and our scoping review, it is apparent that many studies and reviews have attempted to examine policies and interventions in relation to active transport among adults. In Canada, most provinces have some dedicated programs and/or strategies to facilitate active transport. The research evidence shows that walkability and land use are consistently associated with walking for transport in this country. Similarly, the majority of systematic reviews in the scoping review focused on the built environment and showed consistent associations between active transport and walkability, availability of destinations near residential areas, and supportive infrastructure for cycling. Future areas of research include examinations of natural experiments (e.g., evaluations of active transport infrastructure enhancement projects) and further exploration of the factors that may moderate the influence of the environment on active transport (e.g., winter conditions).

This report provides catchment flows for eight catch basin cover configurations at 6 grades ranging from 0.5 - 10.0% and cross-slopes of 2.0 and 4.0%. The curves were developed from a series of tests with a mock-up of a roadway conducted at the Ocean, Coastal & River Engineering Research Centre of the National Research Council Canada in Ottawa. Water flows ranging from 0.001 - 0.40 m³/s were delivered to a model roadway to quantify the conveyance of the catch basin covers for various roadway grades and cross-slopes. The report covers a review of the model roadway used and the experimental setup. A review of the instrumentation used and the measurements performed in this work follows. Then the eight catch basin cover combinations used in the study are examined. A preliminary analysis including an assessment of bias and uncertainty is performed. The detailed results from each of the eight catch basin cover combinations are provided. Finally, a comparison of the current results with previous results and of the various catch basins covered in this report is performed., Prepared for: City of Toronto and Infrastructure Canada

In cold climates having temperate summers, over the past decades overheating has not been an issue in respect to older and leakier buildings. However, with the ever-increasing threat of global warming and aggressive measures to reduce winter heating energy use to improve the energy efficiency of homes, overheating has become a real concern to the comfort and health of building occupants. Overheating is the result of excessive heat accumulation in building interiors combined with limited means to effectively dissipate this heat to the outdoor. The outdoor environment is the principle cause for this excessive heat, particularly during extreme heat events as occur in the summertime. However, buildings can exacerbate the situation by generating additional internal heat from equipment, lighting, occupants (density) and as well, from the trapping of heat given high levels of insulation, more effective airtightness of envelopes and inadequate space ventilation.

In Canada, Northern communities rely on a network of winter roads – seasonal roads that only exist in the winter – for their supply of fuel, construction supplies and other bulk goods. This infrastructure is particularly vulnerable to a warming climate, especially the segments that run over frozen lakes and rivers. The safe access to floating ice covers should address three questions: How much weight is the ice able to sustain? For how much time? At what speed? Ice reinforcement has been shown in the past to be effective in making the ice cover better withstand vertical loading. The National Research Council of Canada (NRC) is currently investigating this option further by doing laboratory work aimed at improving our understanding of ice reinforcement. An ice cover, grown inside the NRC ice tank in Ottawa, has been used for the production of a series of individual ice plates resting on circular loading frames 2.5 m in diameter. Each plate is loaded vertically with an actuator while forces and displacement are recorded. In this report, we demonstrate the feasibility of computational modeling, using the structural mechanics of the COMSOL software, to simulate the mechanical response of these plates. All simulations involve scenarios with at least two planes of symmetry and are validated against the laboratory data. Both non-reinforced and reinforced ice are explored, and the boundary conditions are taken into consideration. Only the initial deflections are being investigated (within a few seconds after loading), which is dominated by the ice elastic response. The outcome of this work should guide the reader into implementing her/his own simulations, so as to generate preliminary assessments of the ice response under various reinforcement scenarios.

Canada’s buildings, bridges, roads, rail transit, potable water systems and wastewater systems provide shelter and safe drinking water, enable transport of people and goods, and collect and treat wastewater. They provide basic and core services for Canadians and are critical to Canada’s economy and the nation’s quality of life. These buildings and core public infrastructure (B&CPI) are subject to time-varying and uncertain effects due to climate change, as well as more frequent extreme weather events, such as flooding. These climate changeinduced pressures could potentially reduce the safety, serviceability, functionality, and service life of Canada’s B&CPI. In addition, Canadian B&CPI are aging and deteriorating due to different degradation mechanisms, as well as inadequate inspection and maintenance practices – issues potentially made worse by the effects of climate change. The Climate-Resilient Buildings and Core Public Infrastructure (CRBCPI) initiative was established as a research and development partnership between the National Research Council of Canada (NRC) and Infrastructure Canada to develop new and revised codes, standards, specifications, guidelines and decision support tools to ensure that Canada’s new and existing B&CPI are more resilient to the effects of climate change and extreme weather events. Funded by Infrastructure Canada and managed by NRC, the effort brings together experts from across Canada. Initiative priority areas include buildings, bridges, roads, potable water, storm water, and wastewater systems, and rail transit guideways. The initiative addresses resilience to climate change impacts on temperature, precipitation, wind and extreme weather events, including flooding, wildfires and extreme wind, which can affect these types of B&CPI across the country.

Les bâtiments, les ponts, les routes, le transport en commun sur rail de même que les réseaux d'alimentation en eau potable et d'évacuation des eaux usées du Canada fournissent un abri et de l'eau potable, et permettent le transport des personnes et des marchandises ainsi que la collecte et le traitement des eaux usées. Ils fournissent des services de base essentiels aux Canadiens et sont d'une importance cruciale pour l'économie canadienne et la qualité de vie de la nation. Ces bâtiments et infrastructures publiques de base (BIPB) subissent des effets incertains et variables dans le temps en raison des changements climatiques, et sont soumis à des événements météorologiques extrêmes plus fréquents, comme les inondations. Ces pressions induites par les changements climatiques pourraient éventuellement réduire la sécurité, le rendement en service, la fonctionnalité et la durée de vie des BIPB du Canada. De plus, les BIPB canadiens vieillissent et se détériorent en raison de différents mécanismes de dégradation, ainsi que de pratiques inadéquates d'inspection et d'entretien – des problèmes potentiellement aggravés par les effets des changements climatiques. L'initiative Bâtiments et infrastructures publiques de base résilients aux changements climatiques (BIPBRCC) a été établie sous forme de partenariat de recherche-développement entre le Conseil national de recherches du Canada (CNRC) et Infrastructure Canada afin d'élaborer des codes, des normes, des spécifications, des lignes directrices et des outils décisionnels nouveaux et révisés pour rendre les BIPB nouveaux et existants au Canada plus résilients face aux effets des changements climatiques et des événements météorologiques extrêmes. Financée par Infrastructure Canada et gérée par le CNRC, cette initiative réunit des experts de partout au pays. Les secteurs prioritaires de l'initiative comprennent les bâtiments, les ponts, les routes, les réseaux d'eau potable, d'eaux pluviales et d'eaux usées, ainsi que les transports en commun sur rail. L'initiative porte sur la résilience face aux impacts des changements climatiques sur la température, les précipitations, le vent et les événements météorologiques extrêmes, notamment les inondations, les incendies de forêt et le vent extrême, qui peuvent affecter ces types de BIPB partout au pays.