The City of Calgary’s Nose Creek Sanitary Sewer Trunk Phase B project has been constructed over several years to accommodate future population growth and open more developable lands in northern Calgary.The project wa...The City of Calgary’s Nose Creek Sanitary Sewer Trunk Phase B project has been constructed over several years to accommodate future population growth and open more developable lands in northern Calgary.The project was divided into three phases,Phase A,B,and C,with each phase delivered by a separate consultant.Phase A was the downstream section of this project and was undertaken by Stantec Consulting.Phase B was the upstream section designed by CH2MHILL(now Jacobs)and further divided into different contracts(1 through 5).Phase C was a separate sewer called the Saddleridge Trunk sewer and this was designed by Associated Engineering.This paper covers Phase B,Contract 4,which had several unique challenges and included many innovative design and procurement solutions.One procurement strategy included a two-phase qualification package,with the initial phase to select a tunnelling contractor with the experience to deliver technical installations under rail and creeks,and the second phase,a RFP(request for proposal),to select a general contractor,with broader experience in open-cut and stormwater drainage,which were other aspects included within the project.This approach ensured that The City had the most qualified team available to complete the project.Technical challenges discussed in this paper include an oblique CPKC(Canadian Pacific Kansas City)rail and Nose Creek crossing that required independent review,and CFD(computational fluid dynamics)and hydrogen sulfide modelling to confirm conditions within the trunk sewer.展开更多
Understanding crash contributing factors is essential in safety management and improvement. These factors drive investment decisions, policies, regulations, and other safety-related initiatives. This paper analyzes fa...Understanding crash contributing factors is essential in safety management and improvement. These factors drive investment decisions, policies, regulations, and other safety-related initiatives. This paper analyzes factors that contribute to crash occurrence based on two national datasets in the United States (CISS and NASS-CDS) for the years 2017-2022 and 2010-2015, respectively. Three taxonomies were applied to enhance understanding of the various crash contributing factors. These taxonomies were developed based on previous research and practice and involved different groupings of human factors, vehicle factors, and roadway and environmental factors. Statistics for grouping the different types of factors and statistics for specific factors are provided. The results indicate that human factors are present in over 95% of crashes, roadway and environmental factors are present in over 45% of crashes, and vehicle factors are present in less than 2% of crashes. Regarding factors related to human error and vehicle maintenance, speeding is involved in over 25% of crashes, distraction is involved in over 20% of crashes, alcohol and drugs are involved in over 9% of crashes, and vehicle maintenance is involved in approximately 0.45% of crashes. Approximately 4.4% of crashes involve a driver who “looked but did not see.” Weather is involved in over 13% of crashes. Conclusions: The findings indicate that, consistent with previous research, human factors or human error are present in around 95% of crashes. Infrastructure and environmental factors contribute to about 45% of crashes. Vehicle factors contribute to only 1.67% - 1.71% of crashes. The results from this study could potentially be used to inform future safety management and improvement activities, including policy-making, regulation development, safe systems and systemic safety approaches to safety management, and other engineering, education, emergency response, enforcement, evaluation, and encouragement activities. The findings could also be used in the development of future Driver Assistance Technologies (DAT) systems and in enhancing existing technologies.展开更多
Travel times have been traditionally estimated from data collected by roadway sensors. Recently, new tech- nologies, such as cell phone tracking, license plate matching, automatic vehicle identifications and video det...Travel times have been traditionally estimated from data collected by roadway sensors. Recently, new tech- nologies, such as cell phone tracking, license plate matching, automatic vehicle identifications and video detection, are employed for this purpose. In this study, the data collected by TRANSMIT readers, Bluetooth sensors, and INRIX are assessed by comparing each to the ＂ground truth＂ travel times collected by probe vehicles carrying GPS-based naviga- tion devices. Travel times of probe vehicles traveling on the study segment of 1-287 in New Jersey were collected in 2009. Statistical measures, such as standard deviation, average absolute speed error, and speed error bias, were used to make an in-depth analysis. The accuracy of each travel time estimation method is analyzed. The data collected by Bluetooth sensors and the TRANSMIT readers seem more consistent with the ground true data, and slightly outperform the data reported by 1NRIX. This study established a procedure for analyzing the accuracy of floating car data （FCD） collected by different technologies.展开更多
文摘The City of Calgary’s Nose Creek Sanitary Sewer Trunk Phase B project has been constructed over several years to accommodate future population growth and open more developable lands in northern Calgary.The project was divided into three phases,Phase A,B,and C,with each phase delivered by a separate consultant.Phase A was the downstream section of this project and was undertaken by Stantec Consulting.Phase B was the upstream section designed by CH2MHILL(now Jacobs)and further divided into different contracts(1 through 5).Phase C was a separate sewer called the Saddleridge Trunk sewer and this was designed by Associated Engineering.This paper covers Phase B,Contract 4,which had several unique challenges and included many innovative design and procurement solutions.One procurement strategy included a two-phase qualification package,with the initial phase to select a tunnelling contractor with the experience to deliver technical installations under rail and creeks,and the second phase,a RFP(request for proposal),to select a general contractor,with broader experience in open-cut and stormwater drainage,which were other aspects included within the project.This approach ensured that The City had the most qualified team available to complete the project.Technical challenges discussed in this paper include an oblique CPKC(Canadian Pacific Kansas City)rail and Nose Creek crossing that required independent review,and CFD(computational fluid dynamics)and hydrogen sulfide modelling to confirm conditions within the trunk sewer.
文摘Understanding crash contributing factors is essential in safety management and improvement. These factors drive investment decisions, policies, regulations, and other safety-related initiatives. This paper analyzes factors that contribute to crash occurrence based on two national datasets in the United States (CISS and NASS-CDS) for the years 2017-2022 and 2010-2015, respectively. Three taxonomies were applied to enhance understanding of the various crash contributing factors. These taxonomies were developed based on previous research and practice and involved different groupings of human factors, vehicle factors, and roadway and environmental factors. Statistics for grouping the different types of factors and statistics for specific factors are provided. The results indicate that human factors are present in over 95% of crashes, roadway and environmental factors are present in over 45% of crashes, and vehicle factors are present in less than 2% of crashes. Regarding factors related to human error and vehicle maintenance, speeding is involved in over 25% of crashes, distraction is involved in over 20% of crashes, alcohol and drugs are involved in over 9% of crashes, and vehicle maintenance is involved in approximately 0.45% of crashes. Approximately 4.4% of crashes involve a driver who “looked but did not see.” Weather is involved in over 13% of crashes. Conclusions: The findings indicate that, consistent with previous research, human factors or human error are present in around 95% of crashes. Infrastructure and environmental factors contribute to about 45% of crashes. Vehicle factors contribute to only 1.67% - 1.71% of crashes. The results from this study could potentially be used to inform future safety management and improvement activities, including policy-making, regulation development, safe systems and systemic safety approaches to safety management, and other engineering, education, emergency response, enforcement, evaluation, and encouragement activities. The findings could also be used in the development of future Driver Assistance Technologies (DAT) systems and in enhancing existing technologies.
文摘Travel times have been traditionally estimated from data collected by roadway sensors. Recently, new tech- nologies, such as cell phone tracking, license plate matching, automatic vehicle identifications and video detection, are employed for this purpose. In this study, the data collected by TRANSMIT readers, Bluetooth sensors, and INRIX are assessed by comparing each to the ＂ground truth＂ travel times collected by probe vehicles carrying GPS-based naviga- tion devices. Travel times of probe vehicles traveling on the study segment of 1-287 in New Jersey were collected in 2009. Statistical measures, such as standard deviation, average absolute speed error, and speed error bias, were used to make an in-depth analysis. The accuracy of each travel time estimation method is analyzed. The data collected by Bluetooth sensors and the TRANSMIT readers seem more consistent with the ground true data, and slightly outperform the data reported by 1NRIX. This study established a procedure for analyzing the accuracy of floating car data （FCD） collected by different technologies.
