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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Viaduct Foundation Design for Geohazards in Kicking Horse Canyon</title>
      <link>https://trid.trb.org/View/2344426</link>
      <description><![CDATA[The Trans-Canada Highway passes through very steep terrain in the Kicking Horse Canyon east of Golden, BC, and a series of recent projects have improved and widened the highway through the region. Construction of the final and most technically challenging segment is now underway with the Kicking Horse Canyon Phase 4 design build project. The existing highway crosses a series of unstable slopes, active landslides, large ravines, and avalanche and rockfall paths. Key project goals were to improve the safety of the roadway and reduce geohazard risk. The required highway geometry combined with upslope geohazards and steep terrain required significant portion of the alignment to be constructed on the steep slopes below the existing highway which have marginal stability. The conventional solution for construction on steep slopes below the highway has been to support the highway on grade with downslope retaining walls, which are stabilized by piles below. When considering this option following completion of the geotechnical investigation for detailed design, it became apparent that due to a number of factors, including higher walls and deeper bedrock than expected, large diameter piles at very tight spacing would be required to meet project specifications for slope stability. These piles would be costly, time consuming to install, and there would be significant safety challenges associated with the heavy piling equipment required on the steep slopes for long durations. A bridge solution was therefore proposed to carry the roadway on structure over the unstable slopes. An innovative viaduct design was developed and was adopted for nine individual viaduct structures totaling over 1.8 km of highway length. The viaducts have regular 23 m spans with substructures consisting of precast concrete cap beams at each pier supported on three concrete-filled steel pipe piles drilled into bedrock. The highway is supported on the structures, and the piers were designed to resist the loading from slope movements, thus avoiding the need to stabilize the entire slope. There are no established design methodologies in geotechnical practice for design of piles embedded in a moving embankment, other than in seismic design for liquefiable soils. New methodologies were developed drawing on first principles and existing stabilization pile methodologies. Close coordination was required between the structural and geotechnical engineers to find solutions for a variety of different loading situations, ground slopes and below-ground bedrock surfaces, and an active landslide zone that was actively moving during construction. Other extreme loadings were also required to be defined and designed for including debris flow, rockfall, and avalanche impacts. This paper discusses the many design, loading, and constructability challenges faced in the foundation designs.]]></description>
      <pubDate>Thu, 09 May 2024 09:24:26 GMT</pubDate>
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      <title>Debris Flood Assessment and Mitigation Design: Trans-Canada Highway, Alberta</title>
      <link>https://trid.trb.org/View/1470260</link>
      <description><![CDATA[This paper provides an overview of the 2013 debris flooding near Canmore, Alberta and the subsequent debris-flood risk assessments and flood protection designs, with special attention given to mitigation design elements along the Trans-Canada Highway. Three-days of heavy rainfall in Alberta, Canada in June 2013 caused extensive flooding in the southwestern portion of the province. Debris floods were prevalent on alluvial fans and caused extensive and long-lasting highway closures, almost completely severing Bow Valley from access from either side. Sediment and debris blocked numerous culverts and bridge underpasses, and choked channels, which led to flow avulsions, bank erosion, and flooded communities and roadways. The province of Alberta, including Alberta Transportation and individual municipalities, responded to the event by initiating studies to systematically identify, prioritize, and assess flood and debris-flood hazards and risks, and to design and implement risk reduction measures that improve resiliency and reduce consequences of future floods. The flood event and subsequent assessments and designs have highlighted three important themes that should be considered when designing culverts, bridges, and flood protection works for highways in mountainous terrain. Each theme is illustrated in the paper with case study examples: 1) Importance of accurately recognizing the hydro-geomorphic process type; 2) Benefits of using a risk-based approach to design; and, 3) Importance of recognizing interaction of highways with other elements on fans. Each theme is illustrated in the paper with case study examples.]]></description>
      <pubDate>Wed, 21 Jun 2017 17:16:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1470260</guid>
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      <title>Decision Support Applications for Evaluating Placement Requisites and Effectiveness of Wildlife Crossing Structures</title>
      <link>https://trid.trb.org/View/1391700</link>
      <description><![CDATA[Traffic on the Trans Canada Highway (TCH) in Banff National Park has created a barrier to movement of multiple wildlife species. Fencing and faunal passageways on mitigated sections of the TCH currently have exacerbated this barrier effect for sensitive species, such as lynx. The authors observed temporal fluxes in movement and suggest that the TCH (mitigated and unmitigated) may pose a demographic threat, by reducing dispersal opportunities. Moreover, the authors concluded that existing mitigation in Banff disregards the spatial requisites of wildlife communities. The authors observed normal wildlife movement often to be characterized by multiple crossings over short distances. The limited crossing opportunities provided by existing mitigation on the TCH prohibit this type of movement. Normal wildlife movement is replicated most appropriately by maintaining large contiguous tracts of habitat. This design can only be achieved by elevating and/or burying large sections of a highway and placing mitigation frequently. The authors examined two decision support systems (DSS) for assessing crossing structure effectiveness and found both to be highly suitable for such a complex resource allocation decision.]]></description>
      <pubDate>Thu, 28 Jan 2016 09:01:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1391700</guid>
    </item>
    <item>
      <title>GIS-Based Modeling Approaches to Identify Mitigation Placement Along Roads</title>
      <link>https://trid.trb.org/View/1376630</link>
      <description><![CDATA[Decision-making in the design of effective wildlife passage structures is hampered by the sparse  information currently available. There are several reasons for this deficiency.  Monitoring wildlife passages is not  often anticipated after construction. There are few methodological approaches to identify the placement of wildlife  passages. Finally, there is an urgent need for mitigation procedures that contemplate the broad landscape context of  road systems. When used in a geographic information system (GIS) environment, regional or landscape level  connectivity models of sufficient resolution can help delineate placement of wildlife crossing structures. GIS tools and  applications are becoming more popular among resource managers and transportation planners. An empirically  based habitat linkage model is preferred to qualitative or conceptual models based on limited data. However, in  many cases, the data necessary for empirically based models are not available. As a substitute, expert information  can be used to develop simple, predictive, habitat linkage models in a relatively short period of time.  Banff National  Park is preparing for a new Trans-Canada highway (TCH) expansion and mitigation project. The authors need to be able to  provide park managers with an empirical assessment of the impediments posed by transportation corridors to animal  movements, and recommend the placement of mitigation measures. For some species there are empirical data,  while for others there are little or no data. Given this situation, the authors developed several GIS approaches to model animal  movements across transportation corridors in the Central Rocky Mountains. For a single species, the authors developed three  different but spatially explicit habitat models to identify linkage areas across the TCH. One model was based on  empirical data, and the other two models were based on expert opinion and expert literature. The authors used the empirical  model as a yardstick to measure the accuracy of the expert-based models. The authors tests showed the expert literature- based model most closely approximated the empirical model, both in the results of statistical tests and the  description of the linkages. For a similar exercise using empirical data, the authors developed a multi-scale GIS approach to  model multiple species movements across the TCH and identify mitigation passage placement. Three steps were  involved: 1) the creation of regional habitat suitability models for each of four large mammal species, 2) the  development of a regional scale movement component to the models, and (3) nested within step 2, the construction  of local-scale movement models of high spatial resolution within the transportation corridor. Recommendations  regarding the location of potential mitigation based on the intersection of simulated pathways with transportation  corridors and other human infrastructure were the result of the exercise. The authors empirical and expert models represent  useful tools for resource and transportation planners charged with determining the location of mitigation passages.  Expert models were shown to be practical when baseline information is lacking and time constraints do not allow for  pre-construction data collection. It is important to note the wide applicability of such models to other planning issues  in the Central Rocky Mountains. The proposed models could be applied to other human infrastructure, such as  railways, trails, or other road systems.]]></description>
      <pubDate>Wed, 23 Dec 2015 08:09:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1376630</guid>
    </item>
    <item>
      <title>Science-Based Approach to Adaptive Management of the TCH Corridor: Canadian Rocky Mountain Parks</title>
      <link>https://trid.trb.org/View/1355906</link>
      <description><![CDATA[In November 1996, a long-term research project in Banff National Park (BNP), Alberta, Canada was begun. The primary study area is situated in the Bow River Valley along the Trans-Canada Highway (TCH) corridor in BNP, located approximately 100 km west of Calgary. The first 45 km of the TCH from the eastern park boundary (phase 1, 2, and 3A) is currently four lanes and is bordered on both sides by a 2.4-m-high wildlife-exclusion fence. The remaining 30 km to the western park boundary (phase 3B) is two lanes and unfenced. Between 2005 and 2007, approximately 12 km of phase 3B will be widened to four lanes with additional fencing and wildlife crossings. Twenty-two wildlife underpasses and two wildlife overpasses were constructed on the first 45 km between 1980 and 1998 to permit wildlife movement across the four-lane section of TCH. The research carried out to date has provided science-based information for mountain park transportation planners and resource managers. The results have been uniquely used in development of Golder Associates’ environmental screening report (environmental-impact assessment) for Parks Canada’s TCH phase 3B twinning project. Research of wildlife-crossing performance demonstrated that a longtime series of data is required to assess the function and performance of these critical cross-highway corridors accurately. Recommendations from the Golder Associates’ report for phase 3B strongly underscored the importance of continued, long-term monitoring of TCH mitigation measures in the Bow Valley. After 8 years of study, there still remain noteworthy areas of uncertainty regarding the effects or performance of the current mitigation on regional-landscape connectivity (demographic and genetic). The long-term cumulative effects (beyond 2020) of the phase 3B project and earlier twinning projects will hinge on the degree to which connectivity can be restored across the TCH. Healthy functioning ecosystems require viable wildlife populations. Thus, it is critical to know the performance of crossing structures at the population level. Although intuitively these measures should enhance population viability, to date there have been no specific studies that actually address their population-level effects. Obtaining data on individuals in a population can be problematic because wide-ranging, fragmentation-sensitive species like bears typically occur in relatively low densities and have low reproductive rates. However, modern molecular techniques now make it possible to identify individual animals, their sex, and genetic relatedness with only a few hairs. These innovations could provide a powerful, relatively inexpensive, and noninvasive way to acquire critical information regarding genetic interchange facilitated by crossings without ever having to capture or see the animal. This paper highlights: 1) Key research findings from the 8-year study; 2) Mitigation myths that have been dispelled; 3) Important lessons learned; 4) Future research needs in the short and long term; and 5) Newly formed international, public-private partnership to meet many of the critical research questions needed for  future management decisions. Upcoming Banff research will begin empirically assessing the conservation value of wildlife crossings in restoring landscape connectivity using population-level approaches and nonintrusive DNA-based methodologies.]]></description>
      <pubDate>Mon, 01 Jun 2015 13:37:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1355906</guid>
    </item>
    <item>
      <title>Using Noninvasive Genetic Sampling Methods to Assess the Value of Wildlife Crossings for Black and Grizzly Bear Populations in Banff National Park, Alberta, Canada</title>
      <link>https://trid.trb.org/View/1347219</link>
      <description><![CDATA[The section of the Trans-Canada Highway (TCH) that bisects Banff National Park, Alberta supports the highest volume of traffic of any road in the North American national park system and is also the location of one of the most extensively-studied systems of wildlife crossing structures in the world. Wide-ranging carnivores, such as grizzly (Ursus arctos) and black bears (U. americanus), are vulnerable to road mortality and habitat fragmentation caused by roads such as the TCH. In order to mitigate these negative impacts on wildlife, 23 crossing structures have been constructed across the TCH. Over twelve years of intensive study of these wildlife crossings has shown they reduce mortality and maintain wildlife movements. Track pads have recorded both bear species crossing the TCH on 1764 occasions, but the number of different individuals using the crossings, their genders and the demographic and genetic benefits of the crossings for populations remain unknown. In 2004 and 2005, a pilot study was conducted at two of the crossing structures to evaluate the feasibility of using a barbed wire hair-sampling system to determine the number of individual male and female grizzly and black bears using the wildlife crossings. Based on the results of that pilot study, a three-year research project was initiated in 2006 to assess the conservation value of wildlife crossing structures for grizzly and black bear populations in the Bow Valley of Banff National Park. The hair sampling system was installed at 21 of 23 of the crossing structures to determine the total number of male and female bears using the crossings and the populations of grizzly and black bears in the Bow Valley surrounding the TCH were also sampled using a combination of hair snares and rub tree surveys. The genetic information derived from the hair samples will be used to: assess the effectiveness of different types of crossing structures, estimate the population sizes for both bear species in the Bow Valley, calculate the proportion of the population using the crossings and quantify the level of movement and gene flow across the TCH. This paper highlights some results from the authors 3-year evaluation of the demographic and genetic benefits of wildlife crossings for bear populations in Banff National Park. All three (3) of the noninvasive genetic sampling methods that the authors used proved successful at obtaining individual ID‘s and genders. In 2006, 11 grizzly bears (4 females, 7 males) and 11 black bears (5 females, 6 females) were identified from the samples collected at the crossing structures and 40 black bears (16 males, 24 females) and 63 grizzly bears (37 males, 26 females) were identified from the samples collected from the hair snares and rub trees. A total of 17% (n=11) of all grizzly bears and 25% (n=11) of all black bears were identified using the crossings. The conservation value of wildlife crossings must be assessed at the population level so that biologists and engineers can make informed decisions regarding the incorporation of wildlife overpasses and underpasses in transportation systems.]]></description>
      <pubDate>Tue, 31 Mar 2015 09:06:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1347219</guid>
    </item>
    <item>
      <title>15 Years of Banff Research: What We've Learned and Why It's Important to Transportation Managers
Beyond the Park Boundary</title>
      <link>https://trid.trb.org/View/1347677</link>
      <description><![CDATA[Since 1996, a long-standing program of research, monitoring, and evaluation has played a critical role in assessing the performance of mitigation measures on the Trans-Canada Highway (TCH) in Banff National Park, Alberta. This is the longest-running research project in the world that specifically investigates solutions that help reduce the conflicts between busy highways, wildlife conservation, and habitat connectivity. The wildlife crossings in Banff have been and continue to be a model of worldwide importance. The quality of science that went into their design and construction and the contribution it is has made to the critical and emerging field of road ecology is undisputable. The long history of TCH mitigation projects, the unrivaled number and types of mitigation measures, all embedded within a study area teeming with baseline ecological data, securely places Banff on the leading edge of road ecology research. Research needs to be designed to inform management. The authors have recently completed a comprehensive analysis of mortality and wildlife crossing data from their study area that spans nearly 15 years (Clevenger et al. 2009). Herein, they focus on the following assessments and analyses that have practical applications in transportation and environmental management: (1) Comparisons of wildlife overpass vs. underpass use, (2) the relationships between population size and rates of wildlife crossing structure use (are crossing rates surrogate measures of relative abundance?) and (3) a complete revisit of animal adaptation periods to crossing structures and how important learning curves are to determining how long monitoring should be conducted. The authors conclude by summarizing what they recognize as some of a dozen key contributions and discoveries from the research that has advanced the science and aided transportation agencies plan and design highway mitigation measures for wildlife.]]></description>
      <pubDate>Tue, 31 Mar 2015 08:53:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1347677</guid>
    </item>
    <item>
      <title>Trans-Canada Highway and Dead Man's Flats Underpass: Is Highway Mitigation Cost Effective?</title>
      <link>https://trid.trb.org/View/1345554</link>
      <description><![CDATA[A study of a 39 kilometer section of the Trans-Canada Highway (TCH) directly east of Banff National Park in Alberta, Canada evaluated the best locations to mitigate the effect of the TCH on the local wildlife populations and provide for reductions in wildlife-vehicle collisions (WVCs). In addition, the study conducted cost-benefit analyses to show where investments in mitigation may provide a net savings to society. Lastly, the study evaluated the cost savings associated with the development of an underpass and fencing within the study area using 6 years of pre-and post-construction data. The total number of WVCs for the study section between 1998 and 2010 was 806 or an average of 62 WVCs per year. This amounts to an average cost-to-society of $640,922 per year due to motorist crashes with large wildlife, primarily ungulates. Results indicate there are ten sites where mitigation measures would address a combination of values: local and regional conservation needs, high WVC rates, land security (can’t be developed). Of the 10 mitigation emphasis sites (MES) that were identified, five had average annual costs exceeding $20,000 per year due to WVCs making each of these an excellent candidate for cost effective mitigation measures. An analysis of a wildlife underpass with fencing at a 3 km section of the TCH within the project area near Dead Man’s Flats showed that total WVCs dropped from an annual average of 11.8 pre-construction to an annual average of 2.5 WVCs post-mitigation construction. The wildlife crossings and fencing reduced the annual average cost by over 90%, from an average of $128,337 per year to a resulting $17,564 average per year.]]></description>
      <pubDate>Fri, 27 Mar 2015 10:30:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1345554</guid>
    </item>
    <item>
      <title>Non-monetised multi-objective decision making system for road management</title>
      <link>https://trid.trb.org/View/1264294</link>
      <description><![CDATA[This paper presents a performance-based optimisation approach for conducting trade-off analysis between safety (roads) and condition (bridges and roads). Safety was based on potential for improvement (PFI). Road condition was based on surface distresses and bridge condition was based on apparent age per subcomponent. The analysis uses a non-monetised optimisation that expanded upon classical Pareto optimality by observing performance across time. It was found that achievement of good results was conditioned by the availability of early age treatments and impacted by a frontier effect preventing the optimisation algorithm from realising of the long-term benefits of deploying actions when approaching the end of the analysis period. A disaggregated bridge condition index proved capable of improving levels of service in bridge subcomponents.]]></description>
      <pubDate>Mon, 21 Oct 2013 16:49:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1264294</guid>
    </item>
    <item>
      <title>Ten-Year Performance of Full-Depth Reclamation with Expanded Asphalt Stabilization on Trans-Canada Highway, Ontario, Canada</title>
      <link>https://trid.trb.org/View/1130137</link>
      <description><![CDATA[In 2001, the Ministry of Transportation Ontario, Canada, constructed its first stabilization project involving full-depth reclamation with expanded (foamed) asphalt on the Trans-Canada Highway, south of Wawa, Ontario. The project involved three mix designs, two with corrective aggregate and one without corrective aggregate. A control section of full-depth reclamation with the same thickness of hot-mix overlay (without expanded asphalt stabilization) was placed in the middle of the project. The project has been monitored annually for the past 10 years. Analysis of roughness data and pavement distress data indicated a significant difference between the test sections with expanded asphalt stabilized base and the control section. The expanded asphalt stabilization has delivered superior performance compared with the conventional full-depth reclamation with hot-mix overlay. Performance curves for the treatments on this project were compared with the ministry’s average performance curve for full-depth reclamation (reconstruction) projects and with the performance of treatments on two adjacent projects. This project demonstrated the exceptional performance of the expanded asphalt mixes through 10 years of proven superior pavement condition and ride.]]></description>
      <pubDate>Fri, 22 Jun 2012 13:12:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1130137</guid>
    </item>
    <item>
      <title>The Banff Wildlife Crossings Project: An International Public-Private Partnership</title>
      <link>https://trid.trb.org/View/1086263</link>
      <description><![CDATA[This chapter on the Banff Wildlife Crossings Project (BWCP) is from a book on highways, wildlife, and habitat connectivity. The Trans-Canada Highway (TCH) has become a major commercial thoroughfare across Canada and is problematic both in collisions between vehicles and large ungulates, but also as a potential barrier for large mammal movement in the mountain parts and the Central Rocky Mountain ecosystem.  Banff is Canada’s oldest national park and includes the part, two towns, and the busy TCH transportation corridor.  The TCH averages 25,000 vehicles per day during the summer while the adjacent Canadian Pacific Railway averages thirty trains per day.  The authors describe how the implementation of various science and policy measures has created one of the most intensely mitigated and studied stretches of highway in the world.  They begin with a description of the ecological processes disrupted by the TCH in the Banff area and then discuss adaptive management approaches established to address these impacts.  Their discussion finished with an overview of the various institutional innovations that were developed to make this project succeed over the long term.  The BWCP research, education, and outreach efforts are a combined endeavor of a public-private partnership including a federal agency, a university institute, and private foundations.  Parks Canada manages the construction and maintenance of the wildlife crossings and assures that they conform to the national park’s commitment to protect its natural heritage.  The authors note that the best evidence of success of the mitigation efforts have been the images from the still and video cameras of wildlife using the crossing structures.  Public support achieved by these images helps local communities and decision makers get the political support necessary for wide-ranging mitigation measures.]]></description>
      <pubDate>Tue, 25 Jan 2011 12:32:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1086263</guid>
    </item>
    <item>
      <title>Road for Canada: The Illustrated Story of the Trans-Canada Highway</title>
      <link>https://trid.trb.org/View/849182</link>
      <description><![CDATA[From Mile Zero at Victoria, British Columbia to "Mile 0" near St. John's, Newfoundland, the creation of the Trans-Canada Highway was a supreme act of nation-building.  Years behind schedule and hundreds of millions of dollars over budget when completed, it was nonetheless an engineering feat of the first magnitude, hewn from an unforgiving landscape by the scarred hands of unknown workers who joined forces to construct Canada's highway to the future. This lavishly illustrated book  - using a wealth of contemporary and historical pictorial sources - traces the history of the Highway, from its origins, conceived more than a century ago as a wagon road, to its present-day status as a crucial artery linking the Canadian confederation.  The book also recounts the first attempts to cross Canad by car - the adventures, hazards, and hair-raising tales of the early days - and spins stories of the dreamers who persevered with their vision of a nation-spanning road.  (from front flap of hardcover)]]></description>
      <pubDate>Tue, 26 Feb 2008 11:47:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/849182</guid>
    </item>
    <item>
      <title>Highways Through Habitats: The Banff Wildlife Crossings Project</title>
      <link>https://trid.trb.org/View/809120</link>
      <description><![CDATA[Banff National Park in Alberta, Canada, has been a testing site for innovative passageways to mitigate the effects of roads on wildlife.  The Trans-Canada Highway bisects the park, but a range of engineered mitigation measures--including a variety of wildlife underpasses and overpasses--has helped maintain large mammal populations for the past 25 years and has allowed the gathering of valuable data about wildlife crossing structures.]]></description>
      <pubDate>Fri, 18 May 2007 12:23:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/809120</guid>
    </item>
    <item>
      <title>The Twinning of the Trans-Canada Highway through the Province of New Brunswick and the Contracting of Operations, Maintenance, and
Rehabilitation to the Private Sector</title>
      <link>https://trid.trb.org/View/798190</link>
      <description><![CDATA[This paper describes how, in response to the growth in traffic, the high proportion of commercial vehicles, the need to improve highway safety and the demands of the economy, the Province decided to twin the Trans-Canada Highway (TCH) from Quebec to Nova Scotia in the early 1990’s. The first projects were built using a traditional model where the New Brunswick Department of Transportation (NBDOT) managed the work at all stages of design and construction and then undertook the operation and maintenance. On the Fredericton-Moncton Highway Project (204 km), NBDOT retained a Developer/Operator to design, build, finance, operate, maintain and rehabilitate the highway for a thirty-year period. NBDOT has recently retained a Developer/Operator to design, build and finance 98 km of TCH, and to operate, maintain and rehabilitate a total of 275 km for 28 years. This new highway is scheduled to open in November 2007 and will complete the twinning of the TCH in New Brunswick from Quebec to Nova Scotia. This approach has required careful attention to the process of selecting suitable contractors for the work, and to the development of standards, specifications and performance indicators which ensure the quality of highway service and the appropriate transfer of risk and responsibility. On both projects, ISO compliant Quality and Environmental management systems are required. The Province has limited its role to auditing the performance of the developers and operators. This transfer of risk and responsibility has required NBDOT staff to adjust to a new way of managing the highway system.]]></description>
      <pubDate>Tue, 30 Jan 2007 13:32:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/798190</guid>
    </item>
    <item>
      <title>Pavement Management in Atlantic Canada’s National Parks</title>
      <link>https://trid.trb.org/View/798208</link>
      <description><![CDATA[This paper describes how roads in Atlantic Canada’s National Parks cover an extremely wide scope of usage, climate, geography and range from local access roads to the Trans- Canada Highway. As such, they service a wide range of traffic volumes and users. However, they have in common, postcard scenery, abundant wildlife and a desire by senior park managers to emphasize the “park experience” to the traveler. Eighteen years ago, Parks Canada invested in a pavement management system (PMS) to effectively manage this widespread system. This paper details the management system used in order to measure the performance of these roads, establishment of criteria for rehabilitation based on these inspections, and the performance of the different pavement classes over the last eighteen years. Based on the data, performance models have been used to develop a multi-year plans for the rehabilitation of these roads. Eighteen years ago the pavements were mainly in good condition, however, budget limitations since that time have often prevented timely interventions or required the use of less than optimum rehabilitation techniques. The pavement management system has been used to identify potential resurfacing projects for 2005 and 2006, creation of 5-year operational plans and the evaluation of suitable strategies for the roadway maintenance and capital improvements]]></description>
      <pubDate>Tue, 30 Jan 2007 13:31:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/798208</guid>
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