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Several provinces in Canada have modified the live load model specified in national bridge design codes to account for locally permitted trucks. Manitoba similarly introduced a live load model for the design of provincial bridges in accordance with AASHTO LRFD, the Modified HSS-25. This article presents truck weight datasets and methods used to develop Manitoba-specific live load statistics to conduct a reliability analysis for three typical simply supported structure types: precast prestressed concrete box girder, precast prestressed concrete I-girder and steel girder. The average reliability indices ranged from 4.69 to 4.95 with respect to the AASHTO LRFD live load statistics used to calibrate the code and 4.65 to 5.04 with respect to the Manitoba statistics. The results demonstrate a level of safety that exceeds the code requirements, indicating that structures designed to the HSS-25 potentially possess the structural capacity to withstand increased vehicular load effects for the considered bridge types. Key words: bridge, truck, live load model, structural reliability, reliability analysis. Plusieurs provinces canadiennes ont modifie le modele de charge mobile precise dans les codes nationaux sur le calcul des ponts pour tenir compte des camions autorises localement. De meme, le Manitoba a introduit un modele de charge mobile pour le calcul des ponts provinciaux conformement a la norme AASHTO << load and resistance factor design >> LRFD, la norme HSS-25 modifiee. Cet article presente les ensembles de donnees sur le poids des camions et les methodes utilisees pour elaborer des statistiques sur les charges mobiles propres au Manitoba afin d'effectuer une analyse de fiabilite pour trois types de structures typiques simplement supportees : poutre-caisson prefabriquee en beton precontraint, poutre en I prefabriquee en beton precontraint et poutre en acier. Les indices de fiabilite moyens variaient de 4,69 a 4,95 en ce qui concerne les statistiques sur la charge mobile LRFD de l'AASHTO utilisees pour calibrer le code et de 4,65 a 5,04 en ce qui concerne les statistiques du Manitoba. Les resultats demontrent un niveau de securite qui depasse les exigences des codes, ce qui indique que les structures concues pour le HSS-25 peuvent avoir la capacite structurale necessaire pour resister aux effets accrus de charge de vehicules pour les types de ponts consideres. [Traduit par la Redaction] Mots-cles : pont, camion, modele de charge mobile, fiabilite structurale, analyse de fiabilite., 1. Introduction Truck size and weight regulations specify maximum allowable truck loads, and in accordance with this, bridge design code live load models have been developed and calibrated to account [...]

The present study demonstrated the potential applications of reliability models for crash analysis of a large highway network. Specifically, three major outcomes of reliability models were investigated: temporal distributions of crashes, reliability score, and expected number of crashes, using 20-year data (2001–2020) of crashes recorded on the Saskatchewan highway network. A series of reliability models were developed for crashes by crash severity, vehicle involvement, and highway type. First, the temporal distributions of crashes on each segment were fit to a statistical distribution. Second, the reliability scores were used to rank the high crash risk segments. Third, the mean expected crash frequency was used to develop network-wide safety performance functions for total and fatal crashes in urban and rural highway segments using Poisson–Tweedie (PTw) regression models. The developed PTw models showed that the presence of trucks in the traffic composition has a significant effect on crash frequency, especially for urban highway segments. [ABSTRACT FROM AUTHOR]

Changes in the size and weight regulations for trucks have been used to improve their productivity, safety, and operational performance in Canada. In response to these changes, bridge design codes undergo modifications to envelop the potential range of trucks in operation. A five-decade timeline is presented to: (i) document how bridge codes and their live load models have evolved, with a focus on the Manitoba-specific HSS-25 truck; and (ii) discuss how responsive the bridge design codes have historically been to changes in truck size and weight regulations. While at times bridge codes are released in conjunction with expected regulation changes, there is often delay in the issuance of those codes. Assessments of the current truck fleet, which now includes long combination vehicles (LCVs), may be a consideration for future bridge live load models. Key words: truck, bridge, live load model, truck load, truck size and weight regulations. La reglementation sur la taille et le poids des camions a ete un instrument cle utilise pour ameliorer la productivite, la securite et le rendement operationnel du camionnage au Canada. En reponse a ces changements, les codes sur le calcul des ponts subissent des modifications pour envelopper la gamme potentielle de camions en service. Un calendrier de cinq ans est presente : (i) pour documenter la facon dont les codes de ponts et leurs modeles de charge reelle ont evolue, en mettant l'accent sur le camion HSS-25 propre au Manitoba, et (ii) discuter de la facon dont les codes sur le calcul des ponts ont toujours ete adaptes aux changements apportes a la reglementation sur la taille et le poids des camions. Bien que les codes de ponts soient parfois publies en meme temps que les modifications reglementaires prevues, la publication des codes revises sur le calcul et l'evaluation des ponts est souvent retardee. Les evaluations du parc de camions actuel, qui comprend maintenant les vehicules combines longs (VCL), pourraient etre prises en consideration pour les futurs modeles de charge reelle de calcul des ponts. [Traduit par la Redaction] Mots-cles: camion, pont, modele de charge sous tension, charge du camion, reglementation sur la taille et le poids des camions., Introduction The trucking industry in Canada has evolved over the past several decades, responding to growth and changes in industry demands and societal needs for improved productivity, better safety and [...]

Annual average daily traffic (AADT) is a fundamental input for numerous civil engineering applications, yet generating reliable estimates of AADT at a network-wide level poses challenges. This article explores the potential use of vehicle probe data to enhance conventional traffic monitoring practice for generating network-wide estimates of AADT by exploring relationships between site-specific traffic volume data and vehicle probe data collected in Manitoba, Canada. The analysis revealed that mean travel speed cannot be used to predict traffic volumes on Manitoba highways, since the mean travel speed did not deviate from the free-flow speed regardless of the volume measured. The quantity of probe data observations showed moderate correlation with traffic volume at some sites (R-squared up to 0.65), but these correlations were stronger (R-squared up to 0.9) when considering trucks only. These findings suggest that probe data could be used to estimate truck volumes at certain locations. Key words: probe data, traffic monitoring program, truck traffic, annual average daily traffic (AADT). Le trafic moyen journalier annuel (TMJA) est un intrant fondamental pour de nombreuses applications de genie civil, mais la production d'estimations fiables du TMJA a l'echelle du reseau pose des defis. Cet article explore l'utilisation potentielle des donnees de sondes de vehicules pour ameliorer la pratique de surveillance de la circulation conventionnelle afin de generer des estimations du TMJA a l'echelle du reseau en explorant les relations entre les donnees de volume de circulation propres au site et les donnees de sondes de vehicules recueillies au Manitoba, au Canada. L'analyse a revele que la vitesse de deplacement moyenne ne peut etre utilisee pour predire les volumes de circulation sur les routes du Manitoba, puisque la vitesse de deplacement moyenne ne s'ecarte pas de la vitesse de circulation libre, peu importe le volume mesure. La quantite d'observations de donnees de sondes a montre une correlation moderee avec le volume de circulation a certains sites (R au carre jusqu'a 0,65), mais ces correlations etaient plus fortes (R au carre jusqu'a 0,9) si l'on considere uniquement les camions. Ces constatations suggerent que des donnees de sondes pourraient etre utilisees pour estimer les volumes de camions a certains endroits. [Traduit par la Redaction] Mots-cles : donnees de sondes, programme de surveillance de la circulation, circulation de camions, trafic moyen journalier annuel (TMJA)., Introduction Traffic monitoring programs provide input data for highway and infrastructure design applications by measuring and estimating the volume, speed, and classification of vehicles using roadways. Annual average daily traffic [...]

A short-duration vehicle classification count program provides essential data for developing a system-wide understanding of truck traffic volume. In responding to increasingly urgent truck traffic data needs, transportation agencies face the challenge of implementing improvements with constrained resources. Within this context, this paper develops and applies a decision support tool that reveals trade-offs amongst program design parameters. The Tool enables decision-makers to simultaneously consider two broad and interrelated program objectives, namely, to achieve a target level of classification count coverage and to minimize changes in resource requirements. The Tool incorporates five decision input parameters (coverage, technology type, count duration, frequency, and counting cycle) and produces information concerning count accuracy, the number of equipment units required to implement the program, the classification counting season duration, costs, and considerations such as count redundancy and data timeliness. The paper presents Manitoba's short-duration count program as a case study and evaluates three program options. Key words: short-duration classification count, traffic monitoring program, truck traffic, vehicle classification. Un programme de comptage de vehicules selon leur classification sur une courte duree fournit des donnees essentielles pour developper une comprehension a l'echelle du systeme, et ce, du volume de circulation de camions. Pour repondre aux besoins de plus en plus urgents en matiere de donnees sur la circulation des camions, les organismes de transport doivent relever le defi de mettre en oeuvre des ameliorations compte tenu de ressources limitees. Dans ce contexte, le present document elabore et applique un outil d'aide a la decision qui revele les compromis entre les parametres de conception du programme. L'outil permet aux decideurs de tenir compte simultanement de deux objectifs generaux et interrelies du programme, a savoir atteindre un niveau cible de couverture du comptage de la classification et reduire au minimum les changements dans les besoins en ressources. L'outil integre cinq parametres d'entree de decision (couverture, type de technologie, duree du comptage, frequence et cycle de comptage) et produit des donnees concernant l'exactitude du comptage, le nombre d'unites d'equipement necessaires a la mise en oeuvre du programme, la duree de la saison de comptage, les couts et les considerations comme la redondance du comptage et l'actualite des donnees produites. Le document presente le programme de comptage sur un courte duree comme une etude de cas et evalue trois options de programme. Mots-cles : comptage de classification de courte duree, programme de surveillance de la circulation, circulation des camions, classification des vehicules., Introduction This paper designs, develops, and applies a decision-support tool to evaluate options for implementing a short-duration classification count (SDCC) program. SDCC programs provide spatially-representative vehicle classification data and enable [...]

Despite general agreement that rail corrugation generates unwanted noise, there is a need to quantify the relationship between rail corrugation and noise and to leverage this relationship within preventive rail grinding programs. This paper develops a novel rail corrugation index (RCI) and demonstrates the suitability of that index to characterize the relationship between corrugation and noise, to assess grind effectiveness, and to predict noise as a function of rail corrugation. Using a time-series data set collected at a North American rail transit property, the proposed RCI illustrated corrugation growth as a function of accumulated tonnage and an expected reduction of corrugation after grinding. The RCI also correlated well with corresponding wayside noise observations. The evident response behavior and the relationship between rail corrugation and wayside noise gave rise to the assessment of grind effectiveness using the RCI. Further, a modelling effort demonstrated that noise can be predicted using the RCI calculated from only one rail (left or right) on a tangent section. This result suggests that there may also be an opportunity to predict corrugation using noise data, thus limiting the need for track downtime required to measure corrugation. [ABSTRACT FROM AUTHOR]

Resilience is a multidisciplinary concept that deals with rapid response and recovery of a system experiencing a disruption. Despite extensive research on this topic, there is a need to clarify resilience concepts in the context of road freight transportation systems (FTSs) from a three-dimensional perspective (i.e., physical infrastructure, users, and managing organizations) and to identify persistent knowledge gaps concerning the characterization and measurement of FTS resilience vis-à-vis disruptive events. This paper addresses these shortcomings through a systematic review of 149 research studies. The synthesis of findings clarifies inconsistencies associated with the characteristics of FTS resilience and in so doing, establishes a unified framework for measuring FTS resilience through the life cycle of disruptive events. Critical data gaps, methodological shortcomings, and a lack of empirical evidence concerning FTS resilience to disruptive events remain. More robust analytical approaches are required to incorporate interdependencies among FTS dimensions into resilience assessments. [ABSTRACT FROM AUTHOR]

The permits governing longer combination vehicle (LCV) activity in Canada aim to leverage LCV productivity advantages relative to other truck configurations while subjecting LCV operations to stringent regulatory controls. As of 2016, nine of the 13 provinces and territories permit LCV operations on a 17 000 km highway network. This article synthesizes LCV regulations in these jurisdictions within five categories: (i) carrier permit requirements, (ii) truck size and weight limits, (iii) equipment requirements, (iv) operating conditions, and (v) driver qualifications. While jurisdiction-specific differences remain, the synthesis reveals regulatory uniformity at the regional level. The article identifies how these regulations influence highway design, operations, and management decisions concerning the accommodation of LCV performance characteristics, the spatial and temporal control of LCV operations, the eligibility of drivers and carriers to operate LCVs, and opportunities for regulatory harmonization. As LCV activity increases, the need to formally consider the characteristics of LCVs within these decisions becomes more apparent. Key words: longer combination vehicles, truck regulations, traffic operations, geometric design. Les permis regissant l'activite des longs ensembles routiers (LER) au Canada ont pour but de tirer profit des avantages sur le plan de la productivite des LER par rapport a d'autres configurations de camion tout en en soumettant les operations de LER a des controles reglementaires rigoureux. A partir de 2016, neuf des 13 provinces et territoires permettent des operations de LER sur un reseau autoroutier de 17 000 km. Cet article synthetise les reglements concernant les LER dans ces competences en cinq categories: (i) les exigences relatives aux permis de transporteur; (ii) les limites par rapport a la taille et au poids du camion; (iii) les exigences en matiere d'equipement; (iv) les conditions d'operation et (v) les competences du chauffeur. Tandis que des differences propres a chaque competence demeurent, la synthese revele l'uniformite reglementaire au niveau regional. L'article identifie comment ces reglements influent sur les decisions relatives a la conception, a l'exploitation et a la gestion des routes, et ce, concernant l'adaptation des caracteristiques de rendement des LER, le controle spatial et temporel des operations de LER, l'admissibilite des chauffeurs et des transporteurs a operer des LER et des occasions pour l'harmonisation reglementaire. Comme l'activite des LER augmente, le besoin de formellement considerer les caracteristiques de LER dans ces decisions devient plus apparent. [Traduit par la Redaction] Mots-cles: longs ensembles routiers, reglementations des camions, circulation, plan geometrique., Introduction In Canada, longer combination vehicles (LCVs) are truck configurations consisting of a tractor and two or three trailers or semitrailers with a combined length greater than 27.5 m. The [...]

Road users experience mobility impacts when a train occupies a highway-rail grade (level) crossing. Research has shown that the cost of reduced mobility exceeds safety costs, yet there is little consistency in the integration of mobility-related criteria into approaches for prioritising crossings for grade separation. A synthesis of findings from a review of literature and practice demonstrated the importance of mobility impacts at blocked crossings, identified and compared mobility-related decision criteria and actionable thresholds used within prioritisation approaches to rank crossings for grade separation, and revealed methods to quantify and monetise delay at blocked crossings. The review identified the need for the joint application of traffic microsimulation and intelligent transportation systems to quantify road user delay at blocked crossings. Such work should consider network-level effects, account for the severe consequences of delay for certain road users (e.g. emergency responders), and develop methods for monetising delay impacts associated with different road users. Moreover, a knowledge gap persists in establishing the interrelationship between road user delay at blocked crossings, risky behaviour, and safety impacts. Finally, further work is required to establish and calibrate thresholds for mobility-related criteria within prioritisation approaches used to rank crossings for all types of improvements, including grade separation. [ABSTRACT FROM AUTHOR]

Three highway engineering policies directed at improving truck productivity by increasing size and weight limits have been implemented in the Canadian prairie region within the last 35 years: the 1974 Western Canada Highway Strengthening Program, the 1988 Roads and Transportation Association of Canada Memorandum of Understanding on Heavy Vehicle Weights and Dimensions, and special permitting of longer combination vehicles. As policies change, the trucking industry adjusts its fleets to take advantage of available efficiencies. Evidence of these changes and the lessons learned from the adoption of these policies are provided. Ultimately, as a result of these policies, articulated trucks now carry heavier and larger payloads, have different axle configurations, and have higher axle weight limits than they did 35 years ago. The threefold to fivefold increase in articulated truck volumes that occurred during this period would have been more dramatic had these policies not been implemented. Further research is necessary to understand the interactions among policies, vehicles, and infrastructure. Key words: articulated trucks, fleet mix, truck size and weight regulations, highway network. Trois politiques de genie routier visant a ameliorer la productivity des gros porteurs en augmentant les limites de dimensions et de poids ont ete implantees dans la Region des Prairies du Canada an cours des 35 demieres annees : le Programme canadien d'amelioration du reseau routier de 1'Ouest en 1974, le Protocole d'entente sur les poids et les dimensions des poids lourds de l'Association des transports du Canada en 1988, et l'autorisation speciale pour de longs ensembles routiers. Lorsque les politiques changent, 1'industrie du camionnage ajuste sa flotte afin de profiter des nouvelles efficacites disponibles. Nous fournissons les attestations de ces changements et les lergons apprises de l'adoption de telles politiques. 11 decoule de ces politiques que les poids lourds articules transportent des charges plus lourdes et plus larges en utilisant differentes configurations d'essieux, avec des poids par essieu superieurs a il y a 35 ans. L'augmentation evidente du volume des poids lourds articules par 3 on par 5 durant cette periode aurait ete encore plus importante sans l'implantation de ces politiques. Une recherche plus approfondie est necessaire afm de mieux comprendre les interactions entre les politiques, les vehicules et les infrastructures. Mots-cles : poids lourds articules, composition de la flotte, reglements concernant les dimensions et le poids des vehicules lourds, reseau autoroutier. [Traduit par la Redaction], Introduction Three uniquely Canadian and purposeful highway engineering policies have impacted the articulated truck fleet mix characteristics in the Canadian prairie region over the past 35 years: the 1974 Western [...]

This article helps improve the understanding about the safety performance of longer combination vehicles (LCVs) relative to other articulated trucks operating on rural highways, using evidence from the Canadian portion of the CANAMEX trade corridor. The analysis reveals that from a collision rate perspective, LCVs as a group have better safety performance than other articulated trucks. Turnpike doubles have the lowest collision rate of all articulated truck types (16 collisions per 100 million vehicle-kilometres of travel or VKT), followed by Rocky Mountain doubles (32 collisions per 100 million VKT). The collision rate for triple trailer combinations (62 collisions per 100 million VKT) is higher than the collision rates for tractor semitrailers (42 collisions per 100 million VKT) and legal-length tractor double trailers (44 collisions per 100 million VKT). These results are an important input for civil engineering and transport policy decisions concerning longer combination vehicle operations. Key words: truck safety, longer combination vehicles, regulatory policy. Resume : Cet article vise a ameliorer la comprehension du rendement en matiere de securite des longs ensembles routiers (LCV) par rapport aux autres camions articules roulant sur les autoroutes rurales, en se basant sur des preuves provenant de la portion canadienne du couloir commercial CANAMEX. L'analyse montre que, du point de vue de la frequence de collisions, les LCV en tant que groupe ont un meilleur rendement en matiere de securite que les autres camions articules. Les trains routiers de type << Turnpike >> presentent le plus faible taux de collision de tous les types de gros porteurs (16 collisions par 100 millions de vehicules-kilometres roules, ou VKT), suivis des gros porteurs doubles de type << Rocky Mountain >> (32 collisions par 100 millions VKT). La frequence de collisions des gros porteurs triples (62 collisions par 100 millions VKT) est superieure a celle des tracteurs semi-remorques (42 collisions par 100 millions VKT) et des tracteurs semi-remorques doubles de longueur legale (44 collisions par 100 millions VKT). Ces resultats sont importants pour la prise de decisions des politiques en genie civil et des transports concernant les operations de LCV. Mots-cles: securite ayant trait aux camions, longs ensembles routiers, politique de reglementation. [Traduit par la Redaction], Introduction This article helps improve the understanding about the safety performance of longer combination vehicles (LCVs) relative to other articulated trucks operating on rural highways. It uses evidence from the [...]

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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.)