Academic literature on the topic 'Canada. Transports Canada'
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Journal articles on the topic "Canada. Transports Canada"
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Cermakian, Jean. "Les transports au Québec et l’évolution des relations politiques Québec/Canada : perspectives géographiques." Cahiers de géographie du Québec 24, no. 61 (April 12, 2005): 167–74. http://dx.doi.org/10.7202/021467ar.
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Les transports interprovinciaux au Canada sont sous la juridiction du gouvernement fédéral, en vertu des différents articles de l'Acte de l'Amérique du Nord britannique (1867). C'est seulement dans le domaine du transport routier que les gouvernements provinciaux ont la possibilité de participer à la réglementation interprovinciale en matière de transports. Il est peu probable que les propositions du gouvernement fédéral en matière de réforme constitutionnelle changent grand'chose à la structure actuelle des transports interprovinciaux. D'autre part, dans l'éventualité où les électeurs québécois appuient, par voie de référendum, la proposition du gouvernement du Québec de négocier la souveraineté politique en même temps qu'une association économique avec le Canada anglophone, il pourrait y avoir des modifications considérables dans le système de transports entre le Québec et le reste du Canada. À la lumière du rôle actuel des transports dans les liaisons transfrontalières du Québec, cet article a pour but d'examiner la possibilité de telles modifications.
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Langlois, Simon. "Structures de la consommation au Canada." Sociologie et sociétés 35, no. 1 (June 15, 2004): 221–42. http://dx.doi.org/10.7202/008518ar.
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Résumé L’article scrute l’évolution de la structure des besoins sociaux des ménages canadiens sur une période de trente ans (de 1969 à 2000) à partir des enquêtes sur les dépenses des ménages. Trois types d’effets sont analysés. L’effet de période montre une régression de l’importance relative de l’alimentation dans la structure des besoins et une augmentation de la place des transports et du logement. De nombreux effets de génération sont mis en évidence qui illustrent une certaine détérioration de la situation relative des jeunes ménages. La diffusion sociale diffère de la diffusion temporelle et les évolutions temporelles n’effacent pas les différences observées au plan transversal, comme le montrent les dépenses pour le logement. Les deux types de diffusion des besoins peuvent aussi aller dans le même sens comme le montre le poste transport dans les budgets.
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Saidla, Karl, Anne Préfontaine, Carole Clavier, and Renaud Crespin. "Le transport actif à Ottawa (Canada) face à des obstacles politiques tenaces." Lien social et Politiques, no. 78 (April 5, 2017): 171–92. http://dx.doi.org/10.7202/1039344ar.
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Le développement du transport actif (TA), c’est-à-dire des déplacements utilitaires incluant la marche, le cyclisme et l’utilisation des transports en commun, est une stratégie utilisée par les villes pour stimuler l’activité physique. Ottawa est un exemple remarquable de succès à cet égard considérant les taux de TA dans le contexte nord-américain. Cependant, la pratique du TA y est plutôt faible si on la compare à celle des résidents des villes internationales les plus performantes, suggérant que cette difficulté à accroître les taux de TA pourrait être associée au contexte socioculturel nord-américain. En appliquant le cadre des coalitions de cause, cette étude met en lumière l’importance d’une catégorie d’obstacles politiques tenaces qui nuisent aux efforts de promotion à long terme du TA à Ottawa. Des entrevues individuelles ont été menées auprès de 21 experts en TA basés à Ottawa. Ces données ont été complétées par une revue de la littérature. La recherche démontre que les défis que pose le contexte socioculturel nord-américain et le système politique dans lequel la ville s’insère représentent de sérieux obstacles à la promotion du TA. Considérées dans une perspective de promotion de la santé en milieu urbain, ces conclusions suggèrent que les tenants de la santé publique devraient diriger leurs efforts d’influence dans des domaines qui ne sont pas traditionnellement les leurs, soit la fiscalité municipale et les cultures professionnelles et les pratiques des domaines des transports et de l’aménagement urbain.
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Cambon, G., J. C. Ritchie, and P. Guinet. "Pollen marqueur de transports à longue distance dans l'atmosphère du sud de l'Ontario (Canada)." Canadian Journal of Botany 70, no. 11 (November 1, 1992): 2284–93. http://dx.doi.org/10.1139/b92-284.
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An analysis of weekly air samples at four sites in southern Ontario (London, Toronto, Peterborough, Sudbury) provides conclusive evidence for the long-distance transport of pollen of the exotic taxa Entada (Mimosaceae), Dodonaea (Sapindaceae), and Ephedra (Ephedraceae), originating far to the south (at least 1000 km) of the recording stations. The nearest source area for the first two taxa is in the West Indies and Mexico, while Ephedra, previously noted in Late Quaternary sediments from the Great Lakes region, grows commonly in the southwestern region of the United States. Long-distance transport is corroborated by air-mass trajectory analysis and surface-wind patterns at time of exotic occurrences. Key words: aeropalynology, Ontario, airstreams, pollen transport.
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Wen, D., J. C. Lin, F. Meng, P. K. Gbor, Z. He, and J. J. Sloan. "Quantitative assessment of upstream source influences on total gaseous mercury observations in Ontario, Canada." Atmospheric Chemistry and Physics Discussions 10, no. 11 (November 24, 2010): 28755–86. http://dx.doi.org/10.5194/acpd-10-28755-2010.
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Abstract. Hourly total gaseous mercury (TGM) concentrations at three monitoring sites (receptors) in Ontario were predicted for four selected periods at different seasons in 2002 using the Stochastic Time-Inverted Lagrangian Transport (STILT) model, which transports Lagrangian air parcels backward in time from the receptors to provide linkages to the source region in the upwind area. The STILT model was modified to deal with Hg deposition and high stack Hg emissions. The model-predicted Hg concentrations were compared with observations at three monitoring sites. Estimates of transport errors (uncertainties in simulated concentrations due to errors in wind fields) are also provided that suggest such errors can reach approximately 10% of simulated concentrations. Results from a CMAQ chemical transport model (CTM) simulation in which the same emission and meteorology inputs were used are also reported. The comparisons show that STILT-predicted Hg concentrations usually agree better with observations than CMAQ except for a subset of cases that are subject to biases in the coarsely resolved boundary conditions. STILT captures high frequency concentration variations better than the Eulerian CTM, due to its ability to account for near-field influences that are not resolved by typical grid sizes in Eulerian CTMs. Thus it is particularly valuable for the interpretation of plumes (short-term concentration variations) that require complex sub-grid treatments in Eulerian models. We report quantitative assessments of the relative importance of different upstream sources for the selected episodes, based on emission fluxes and STILT footprints. The STILT simulations indicate that natural sources (which include re-emission from historical anthropogenic activities) contribute much more than current-day anthropogenic emissions to the Hg concentrations observed at the three sites.
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Lasserre, Jean-Claude. "Prolégomènes pour une géographie des transports du Québec." Cahiers de géographie du Québec 22, no. 55 (April 12, 2005): 9–27. http://dx.doi.org/10.7202/021370ar.
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Replaçant la province dans son contexte spatial pour tenir compte des flux d'envergure continentale et intercontinentale, l'auteur retient deux phénomènes majeurs. Le corridor laurentien, en dépit de certains handicaps, a toujours fonctionné comme une grande porte du continent, et à l'heure actuelle, le calcul des flux sur la voie d'eau laurentienne permet de souligner l'énorme prépondérance des courants de transit. Par ailleurs, le carrefour de Montréal, sur le seul passage est-ouest du Canada entre la frontière américaine et le Bouclier, et à l'intersection des axes laurentien et transcanadien, fait de cette cité un magnifique exemple de ville-seuil. Or ces réalités sont peu présentes dans la perception collective de l'espace et dans les politiques actuelles d'aménagement du territoire.
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Wen, D., J. C. Lin, F. Meng, P. K. Gbor, Z. He, and J. J. Sloan. "Quantitative assessment of upstream source influences on total gaseous mercury observations in Ontario, Canada." Atmospheric Chemistry and Physics 11, no. 4 (February 16, 2011): 1405–15. http://dx.doi.org/10.5194/acp-11-1405-2011.
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Abstract. Hourly total gaseous mercury (TGM) concentrations at three monitoring sites (receptors) in Ontario were predicted for four selected periods at different seasons in 2002 using the Stochastic Time-Inverted Lagrangian Transport (STILT) model, which transports Lagrangian air parcels backward in time from the receptors to provide linkages to the source region in the upwind area. The STILT model was modified to deal with Hg deposition and high stack Hg emissions. The model-predicted Hg concentrations were compared with observations at three monitoring sites. Estimates of transport errors (uncertainties in simulated concentrations due to errors in wind fields) are also provided that suggest such errors can reach approximately 10% of simulated concentrations. Results from a CMAQ chemical transport model (CTM) simulation in which the same emission and meteorology inputs were used are also reported. The comparisons show that STILT-predicted Hg concentrations usually agree better with observations than CMAQ except for a subset of cases that are subject to biases in the coarsely resolved boundary conditions. In these comparisons STILT captures high frequency concentration variations better than the Eulerian CTM, likely due to its ability to account for the sub-grid scale position of the receptor site and to minimize numerical diffusion. Thus it is particularly valuable for the interpretation of plumes (short-term concentration variations) that require the use of finer mesh sizes or controls on numerical diffusion in Eulerian models. We report quantitative assessments of the relative importance of different upstream sources for the selected episodes, based on emission fluxes and STILT footprints. The STILT simulations indicate that natural sources (which include re-emission from historical anthropogenic activities) contribute much more than current-day anthropogenic emissions to the Hg concentrations observed at the three sites.
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Patenaude, Micheline. "L'entreprise qui fait partie intégrante de l'entreprise fédérale." Les Cahiers de droit 32, no. 3 (April 12, 2005): 763–809. http://dx.doi.org/10.7202/043101ar.
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Dans cet article, l'auteure étudie la nature de l’entreprise considérée faire partie intégrante d'une entreprise fédérale principale ou d'un organisme gouvernemental fédéral. Elle passe également en revue les critères utilisés par les tribunaux pour identifier ces entreprises. À ce sujet, elle commente plus particulièrement deux décisions récentes rendues l'une par la Cour suprême du Canada dans Central Western Railway Co. c. Travailleurs unis des transports l'autre par la Cour d'appel du Québec dans Groupe Admari Inc. c. Comité paritaire de l'entretien d'édifices publics.
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Locat, Ariane, Pascal Locat, Denis Demers, Serge Leroueil, Denis Robitaille, and Guy Lefebvre. "The Saint-Jude landslide of 10 May 2010, Quebec, Canada: Investigation and characterization of the landslide and its failure mechanism." Canadian Geotechnical Journal 54, no. 10 (October 2017): 1357–74. http://dx.doi.org/10.1139/cgj-2017-0085.
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A landslide occurred on 10 May 2010, along the Salvail River, in the municipality of Saint-Jude, Quebec. Debris of the landslide was formed of clay having horst and graben shapes, typical of spreads in sensitive clays. A detailed investigation was carried out by the Ministère des Transports, de la Mobilité durable et de l’électrification des transports du Québec, in collaboration with Université Laval, with the objective of characterizing this landslide, determining the causes, and learning about its failure mechanism. The soil involved was a firm, grey, sensitive, lightly overconsolidated clay with some silt. Data from piezometers installed near the landslide indicated artesian conditions underneath the Salvail River. Cone penetration tests allowed the location of two failure surface levels: the first one starting 2.5 m below the initial river bed, extending horizontally up to 125 m, and a second one 10 m higher, reaching the backscarp. Investigation of the debris with onsite measurements, light detector and ranging surveys, cone penetration tests, and boreholes allowed a detailed geotechnical and morphological analysis of the debris and reconstitution of the dislocation mechanism of this complex spread.
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Novecosky, T. "Axial Inlet Conversion to a Centrifugal Compressor With Magnetic Bearings." Journal of Engineering for Gas Turbines and Power 116, no. 1 (January 1, 1994): 152–55. http://dx.doi.org/10.1115/1.2906784.
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NOVA’s Alberta Gas Transmission Division transports natural gas via pipeline throughout the province of Alberta, Canada, exporting it to eastern Canada, United States, and British Columbia. There is a continuing effort to operate the facilities and pipeline at the highest possible efficiency. One area being addressed to improve efficiency is compression of the gas. By improving compressor efficiency, fuel consumption and hence operating costs can be reduced. One method of improving compressor efficiency is by converting the compressor to an axial inlet configuration, a conversion that has been carried out more frequently in the past years. Concurrently, conventional hydrodynamic bearings have been replaced with magnetic bearings on many centrifugal compressors. This paper discusses the design and installation for converting a radial overhung unit to an axial inlet configuration, having both magnetic bearings and a thrust reducer. The thrust reducer is required to reduce axial compressor shaft loads, to a level that allows the practical installation of magnetic bearings within the space limitations of the compressor (Bear and Gibson, 1992).
Dissertations / Theses on the topic "Canada. Transports Canada"
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Cissé, Ismaëlh Ahmed. "Trafic aérien de passagers au Canada : une analyse exploratoire du modèle origine-destination de Transports Canada pour le marché intérieur." Master's thesis, Université Laval, 2013. http://hdl.handle.net/20.500.11794/25411.
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Le dynamisme du secteur aérien canadien amène Transports Canada à réviser régulièrement ses techniques de modélisation du trafic de passagers afin d’améliorer la performance prédictive de ses modèles. Ce travail explore différentes versions d’un modèle PODM (Passanger Origin-Destination Model) que Transports Canada utilise pour prévoir le trafic de passagers entre une origine et une destination à l’intérieur du Canada avec des données de panel (i.e. longitudinales et transversales). Deux formes paramétriques (log-linéaire et Box-Cox) sont estimées dans leurs versions empilées, avec des effets fixes/aléatoires et avec des coefficients individuels variables (fixes/aléatoires). Nous proposons également des estimations non paramétriques à noyaux pour explorer les non-linéarités qui caractérisent la relation entre le nombre de passagers par couple origine-destination et le prix du billet, le PIB des zones d’origine et de destination, la durée en voiture du trajet et la fréquence des vols. L’hypothèse d’empilement des données et les formes fonctionnelles postulées se révèlent statistiquement inadéquates. La prise en compte de l’hétérogénéité des trajets et des effets temporels par l’inclusion d’effets fixes/aléatoires dans les modèles paramétriques est également rejetée par nos tests. Les modèles à coefficients variables individuels et les estimations non paramétriques se révèlent les méthodes les plus pertinentes pour capturer l’hétérogénéité entre trajets, les chocs temporels ou les non-linéarités présentes dans les relations d’intérêt. Mots clés : Box-Cox, transport aérien, trafic de passagers, origine-destination, Transports Canada, non paramétrique, panels.
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Desjardins, Ludwig. "L’apprentissage d’une nouvelle territorialisation des grands projets routiers au ministère des transports du Québec : entre constructeur de routes et aménageur du territoire." Marne-la-vallée, ENPC, 2007. http://pastel.paristech.org/4047/01/Th%C3%A8se_LDesjardins_ENPC.pdf.
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La planification des infrastructures routières est marquée par une crise au plan de l’acceptabilité sociale. En quelques décennies, les grands projets routiers ont cessé de représenter des monuments du progrès, pour devenir des objets de débat. Dès les années 1970, le ministère des Transports du Québec (MTQ) faisait face à un contrecoup important de sa politique de développement des routes. Le morcellement des tissus urbains par les réseaux routiers a été fortement dénoncé et plusieurs projets ont connu de fortes oppositions de la société civile. Ces grands projets s’imposent encore aujourd’hui difficilement dans un contexte sociétal où la mise en rapport des différentes représentations véhiculées par les acteurs du territoire peine à mener à des consensus ou à des solutions intégrées. Parallèlement, l’institutionnalisation du débat public (notamment à travers le BAPE) et la mise en place d’un cadre juridique viennent encadrer davantage les projets. En mobilisant le concept d’apprentissage organisationnel, la présente thèse répond à une double interrogation. Elle cherche d’abord à comprendre comment se déploient les projets routiers du MTQ dans leurs rapports aux territoires et à leurs acteurs. Ensuite, elle tente de cerner comment évoluent les pratiques planificatrices de ce promoteur face aux contraintes actuelles de la territorialisation des projets. Le terrain d’étude est formé de l’analyse de quatre études de cas, tous des grands projets routiers planifiés par le MTQ, puis de la recension des grands changements organisationnels liés à la planification des projets routier. Par la confrontation du contenu des projets à chaque étape de leur planification, aux requêtes et représentations mobilisés par les acteurs, les effets du rapport au territoire sur la configuration des projets peuvent être constatés. Il ressort de la thèse que les controverses qui se déploient autour des grands projets routiers témoignent d’une nouvelle forme de territorialisation. Les projets se définissent beaucoup plus dans un enchevêtrement de rapports d’acteurs, que dans l’application de paramètres rationnels prédéfinis. Aux choix tranchants d’un acteur hégémonique se substitue une gouvernance des projets axée sur une imbrication et une pluralité d’acteurs. Les conduites de projet répondent d’un rapport au territoire plus complexe, qui vient remettre en question l’héritage technique et le rôle traditionnel conféré au MTQ. De manière transversale, la thèse fait ressortir une série d’apprentissages au sein des pratiques planificatrices du MTQ face à cette nouvelle territorialisation des projets routiersThe planning of large-scaled road projects is facing a crisis of public acceptability. During the last few decades, road projects have stopped being associated with progress, to become a subject of debate among western societies. Since the 1970s, the Quebec Ministry of Transportation (MTQ) has been, and is still facing major conflicts in the planning of road projects, especially in urban neighbourhoods. The impacts to urban fabric by new road networks have created strong oppositions. Therefore, these large-scale projects are more difficult to implement in a societal context where diverging stakeholder views make it difficult to attain consensus or integrated solutions. By using the concept of organizational learning, this thesis answers a double interrogation. It searches to understand how the implementation of road projects relates to stakeholders views and the environmental settings. Secondly, it seeks to understand how the planning practices are evolving from those experiences. The field of study is formed by four case studies of large road projects planned by the MTQ, and the inventory of organizational changes relating to planning practices. By confronting the projects characteristics with the stakeholders positioning, at each step of the procedure, we observed the effects of the public debate on the project design. Also, the analysis of the changes in the planning practices, from one project to another, enables us to identify the organizational learning abilities of the MTQ. Our results identify that the relationship between projects and the environment are much more complex that they were previously, as a new form of ‘territorialisation’ is manifesting itself. The comprehensive planning approach is leaving space for the debate of stakeholders representations, and collaborative approaches are emerging as a result. MTQ planning are now adapting to this new context and in return influence it, by a learning process
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Choub-Faha, Christophe Péguy. "Emploi régional et trafic aérien de passagers au Canada : une analyse de causalité." Master's thesis, Université Laval, 2012. http://hdl.handle.net/20.500.11794/23953.
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Les infrastructures de transport sont d’importants catalyseurs de développement régional. Réciproquement, la croissance économique favorise le développement des infrastructures de transport. Quel est le lien qui existe entre l’activité aéroportuaire de passagers (nombre de passagers embarqués/débarqués) et le développement économique régional (volume de l’emploi total) ? Ce travail de recherche examine cette relation en se concentrant sur les notions de causalité instantanée et ‘de Granger’. Nous utilisons des données annuelles couvrant la période 1988-2009 sur les quinze régions métropolitaines qui hébergent les principaux aéroports canadiens. Nos résultats concluent à l’existence des deux formes de causalité pour le Canada dans son ensemble, le Canada Central et le Canada Atlantique, que ce soit avec les variables en niveau ou en taux de croissance. Aucune relation causale n’est détectée dans les régions du Canada Pacifique et les Prairies. Lorsque l’analyse s’effectue au niveau des principaux aéroports canadiens, de nombreuses relations de causalité de Granger émergent, mettant ainsi en évidence l’étroite imbrication entre la dynamique locale de l’emploi et l’activité aéroportuaire de passagers, que ce soit pour les grands pôles économiques (Ottawa, Toronto et Montréal) ou les régions plus périphériques (notamment Régina, Saskatoon et Halifax).
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Domergue, François. "La recomposition du transport aérien de l'Est canadien." Bordeaux 4, 2002. http://www.theses.fr/2002BOR40031.
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Le dévelopement de l'ère de la mobilité, la dérèglementation du ciel, les réseaux d'alliances, la privatisation des aéroports et la tragique actualité nécessitent une analyse du transport aérien souvent considérée comme marginale par la science économique. L'enjeu de cette thèse réside dans l'intégration des mutations et défis reliés au processus de recomposition du transport aérien au sein d'une étude des aéroports de Montréal et de Toronto. Nous examinons en premier lieu, le contexte éco-politique et règlementaire du transport aérien ; une analyse quantitative des gestionnaires et transporteurs de l'est Canada et de leurs stratégies de développement. Dans un deuxième temps, nous présentons une analyse qualitative des principaux acteurs du transport aérien et nous tentons de définir une approche éco-stratégique par le calcul des impacts économiques, direct, indirect et induit des deux aéroports. Puis nous abordons le processus de manière interactive par une réflexion prospective à l'aide de l'analyse morphologique. La méthode des scenarii et l'identification des stratégies des acteurs. . . .
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Ingelaere, Raynald. "Gestion et (re)structuration de deux grandes aires métropolitaines : les transports urbains à Lille et à Montréal." Phd thesis, Toulouse 2, 2002. https://tel.archives-ouvertes.fr/tel-00863425.
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Depuis les années 1950, le décalage observé entre aire urbaine et pouvoir politique est à la source d'un dysfonctionnement majeur des agglomérations (effets de débordements. . . ). En réaction, de nombreux Etats engagent une reconfiguration politico-administrative des territoires reposant sur des héritages historiques et des techniques juridiques spécifiques. Cette (re)structuration impose l'échelle des territoires fonctionnels comme cadre de résolution des problèmes urbains (aménagement, urbanisme, réseaux. . . ). L'organisation et l'exploitation des réseaux de transport collectif urbain sont symptomatiques des difficultés rencontrées par les agglomérations. Du fait de son importance (mobilité, dimensions économique et sociale); et de ses difficultés, le transport urbain est confié aux nouvelles structures métropolitaines: toutefois, les formes institutionnelles et les instruments de régulation et de contrôle mis en place vont dépendre de facteurs endogènes aux agglomérations ou de contextes nationaux spécifiques. Le transport devient l'une des principales préoccupatuions des pouvoirs publics. Puis, avec l'interêt croissant porté à la durabilité urbaine, avec la métropolisation économique, il apparaît comme le pivot central des politiques métropolitaines. Sur la base d'une comparaison entre les aires métropolitaines de Lille et de Montréal, notre étude se propose de déterminer: dans quelle mesure la (re)structuration progressive d'une agglomération favorise la mise en place de politiques métropolitaines, notamment en matière de transport collectifs; quels organismes (intercommunalités) ou organisations (gouvernance) concourent à une meilleure gestion de la métropole (services et politiques); quelles politiques de transport collectif ont été développées par les pouvoirs publics, dans quels cadres elles se sont inscrites et quels en ont été les résultats, ou l'influence sur la ville elle-mêmeSince 50's, the altering between urban area and political power is at the origin of a major dysfunction of agglomerations (spillovers. . . ). In reaction, many States have implemented a political and administrative reconfiguration of territories, lying upon historical heritage and specific legal techniques. This restructuring necessitates a definition of functional areas as a frame for the resolution of urban problems (planning, urbanism, network. . . ). The organization and the management of urban transport network are symptomatic of the difficulties met by urban areas. Because of its repercussions on urban life development (mobility, economic and social dimensions) and the problems it must deal with, the urban transport has been put into the hands of new metropolitan structures: the nature of institutional forms, regulation and control instruments will depend, however, on endogenous metropolitan factors or the specific national context. Transport has become one of the principal preoccupations of public powers. So, with the growing interest in urban sustainability, with the economic metropolisation, it appears to be the central pivot of metropolitaan politics. On the basis of a comparison between the metropolitan areas of Lille and Montreal, our study means to determine: to what extent the progressive structuring of an urban area facilitates the setting of metropolitan politics; which organsims (intermunicipal arragements) or organizations (governace) concur to a better administration of the metropolis (services and politics); which politics of urban transport were developed by public powers, in which frame they were elaborated and what were their results or their impact on the city itself
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Bougas, Constantinos. "Forecasting Air Passenger Traffic Flows in Canada : An Evaluation of Time Series Models and Combination Methods." Thesis, Université Laval, 2013. http://www.theses.ulaval.ca/2013/30093/30093.pdf.
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Ces quinze dernières années, le transport aérien a connu une expansion sans précédent au Canada. Cette étude fournit des prévisions de court et moyen terme du nombre de passagers embarqués\débarqués au Canada en utilisant divers modèles de séries chronologiques : la régression harmonique, le lissage exponentiel de Holt-Winters et les approches dynamiques ARIMA et SARIMA. De plus, elle examine si la combinaison des prévisions issues de ces modèles permet d’obtenir une meilleure performance prévisionnelle. Cette dernière partie de l’étude se fait à l’aide de deux techniques de combinaison : la moyenne simple et la méthode de variance-covariance. Nos résultats indiquent que les modèles étudiés offrent tous une bonne performance prévisionnelle, avec des indicateurs MAPE et RMSPE inférieurs à 10% en général. De plus, ils capturent adéquatement les principales caractéristiques statistiques des séries de passagers. Les prévisions issues de la combinaison des prévisions des modèles particuliers sont toujours plus précises que celles du modèle individuel le moins performant. Les prévisions combinées se révèlent parfois plus précises que les meilleures prévisions obtenues à partir d’un seul modèle. Ces résultats devraient inciter le gouvernement canadien, les autorités aéroportuaires et les compagnies aériennes opérant au Canada à utiliser des combinaisons de prévisions pour mieux anticiper l’évolution du traffic de passager à court et moyen terme. Mots-Clés : Passsagers aériens, Combinaisons de prévisions, Séries temporelles, ARIMA, SARIMA, Canada.This master’s thesis studies the Canadian air transportation sector, which has experienced significant growth over the past fifteen years. It provides short and medium term forecasts of the number of enplaned/ deplaned air passengers in Canada for three geographical subdivisions of the market: domestic, transborder (US) and international flights. It uses various time series forecasting models: harmonic regression, Holt-Winters exponential smoothing, autoregressive-integrated-moving average (ARIMA) and seasonal autoregressive-integrated-moving average (SARIMA) regressions. In addition, it examines whether or not combining forecasts from each single model helps to improve forecasting accuracy. This last part of the study is done by applying two forecasting combination techniques: simple averaging and a variety of variance-covariance methods. Our results indicate that all models provide accurate forecasts, with MAPE and RMSPE scores below 10% on average. All adequately capture the main statistical characteristics of the Canadian air passenger series. Furthermore, combined forecasts from the single models always outperform those obtained from the single worst model. In some instances, they even dominate the forecasts from the single best model. Finally, these results should encourage the Canadian government, air transport authorities, and the airlines operating in Canada to use combination techniques to improve their short and medium term forecasts of passenger flows. Key Words: Air passengers, Forecast combinations, Time Series, ARIMA, SARIMA, Canada.
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Cisse, Yahya Ibrahima. "Trafic aérien de passagers au Canada : analyse exploratoire d'un modèle origine-destination avec interactions spatiales." Master's thesis, Université Laval, 2015. http://hdl.handle.net/20.500.11794/26457.
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Ce mémoire revisite à l’aide de méthodes d’économétrie spatiale le modèle gravitaire PODM (Passenger Origin-Destination Model) que Transports Canada utilise pour prédire le trafic aérien domestique de passagers. Différents modèles spatiaux de panel sont estimés par maximum de vraisemblance et par la méthode des moments. Les résultats montrent que l’approche traditionnelle ne détecte pas d’effets de la distance entre l’origine et la destination sur le volume du trafic intérieur de passagers. Ce sont les caractéristiques de la région d’origine et de destination (PIB, revenu disponible, population) et les caractéristiques du trajet (prix moyen du billet, nombre de vols offerts) qui sont les déterminants les plus importants des flux de passagers. Dans les modèles spatiaux explorés, les interactions spatiales se révèlent d’importants déterminants aux côtés des caractéristiques locales. La prise en compte de ces effets spatiaux pourrait permettre d’améliorer les prévisions de trafic de passagers au Canada. Mots clés : interactions spatiales, données de panel, maximum de vraisemblance, méthodes des moments.
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Leclerc, Richard. "L'émergence de la politique aérienne internationale du Canada de 1994 : une innovation pour le déploiement de routes transpacifiques." Master's thesis, Université Laval, 2002. http://hdl.handle.net/20.500.11794/34278.
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Ce mémoire avait pour objectif d'appliquer le modèle d’émergence des politiques publiques développé par John W. Kingdon à l’analyse des courants à l'origine de la politique aérienne internationale du Canada de 1994 et des traités qui lui sont concomitants. Portant sur la décennie 1990 et sur la région Asie-Océanie comme espace géographique, la recherche a permis d'investir les enjeux du transport aérien international pour le Canada, d'évaluer les mécanismes ayant porté à l'ordre du jour l'élaboration d'une nouvelle politique. En 1991, le Groupe de travail ministériel sur la politique internationale de l'air a offert des propositions de réforme. Le développement des relations bilatérales entre le Canada et des pays de l’Asie-Océanie, ainsi que l'accroissement du nombre de Canadiens d'origine asiatique dans les années 1980 et 1990 ont contribué à attirer l'attention d’Air Canada et des Lignes aériennes Canadien International sur cette région en vue d'accroître leurs revenus.Québec Université Laval, Bibliothèque 2019
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Jannin, Géraldine. "L'information des voyageurs : études comparative : les systèmes d'information voyageurs : quelle(s) stratégie(s) de communication ?" Bordeaux 3, 2000. http://www.theses.fr/2000BOR30052.
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Jusqu'aux annees quatre-vingt, l'information des voyageurs ne constituait pas une priorite pour les entreprises de transport collectif urbain dans les pays industrialises. Centree sur la fonction "transport", la communication avec les voyageurs semblait une dimension oubliee par les entreprises. Des nouvelles pressions, liees aux mutations contextuelles (urbanistique, economique, politique et sociales), ont cependant modifie le cadre de reference traditionnel de ces entreprises et place celles-ci face a de nouvelles exigences notamment, celle de communiquer avec les voyageurs. Si ces entreprises ont su s'approprier les innovations en matieres de technologie de l'information et de la communication, la demarche comparative retenue (france, quebec) revele, qu'a developpement technologique comparable, les politiques d'information des voyageurs mises en oeuvre par les entreprises de transport public urbain, suivent des voies diversifiees selon les pays et s'inscrivent dans un processus socialement construit.
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Villeneuve, Dominic. "La nouvelle prédominance du mode partenariat public-privé dans la production de tramways au Canada." Thèse, Université d'Ottawa / University of Ottawa, 2013. http://hdl.handle.net/10393/26137.
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Afin de comprendre pourquoi tous les nouveaux projets de tramways en cours de développement au Canada sont réalisés en mode partenariat public-privé (PPP) plutôt que grâce au mode traditionnel (gestion publique) utilisé par le passé, cette recherche porte sur trois projets de tramways présentement en cours de réalisation (Edmonton, Ottawa et Toronto). À l’aide de trois études de cas, nous explorons l’argumentaire entourant chacune des décisions menant au choix du mode de gouvernance PPP ainsi que la forme prise par ce PPP. Nous démontrons que dans tous les cas, il est possible d’observer les mécanismes du transfert de politique, tant volontaire que coercitif. Nous croyons que le transfert de politique peut donc fournir un élément de réponse à notre question. De plus, l’argumentaire utilisé par les acteurs locaux pour justifier le choix du mode PPP, bien que semblable sur plusieurs points, comporte tout de même une combinaison de justifications unique à chacun des cas, ce qui nous laisse croire que le PPP est un instrument de politique polyvalent. Ces constats démontrent l’intérêt de prendre en considération les transferts de politique au niveau municipal et non seulement les transferts qui prennent place entre les États nationaux.
To understand why all new light rail projects under development in Canada are carried out in public-private partnership (P3) rather than through the traditional mode (public administration) that prevailed in the past, this research explores three light rail projects currently underway in Edmonton, Ottawa and Toronto. We study the arguments surrounding each decision leading to the choice of P3 governance. We show that in all cases, it is possible to observe the mechanisms of policy transfer, whether voluntary or coercive. Moreover, the argument used by local actors to justify the choice of P3, although similar in several respects, still forms a unique combination of justifications for each case, which leads us to believe that P3s are a versatile policy instrument. These findings demonstrate the importance of taking into account policy transfer at the municipal level and not only transfers that take place between national states.
Books on the topic "Canada. Transports Canada"
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Canada, Canada Transports, ed. Looking to the new millennium : Transport Canada 2001-2004 business plan : an update =: Cap sur le nouveau millénaire : Transports Canada plan d'actvités 2001-2004 : une mise à jour. Ottawa, Ont: Transport Canada = Transports Canada, 2001.
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Aviation, Canada Transports Canada. Aviation civile, catalogue des publications 1998. Ottawa, Ont: Transports Canada, 1998.
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Canada, Canada Transport. Accessible transportation services across Canada =: Services de transports accessibles au Canada. Ottawa, Ont: Transport Canada = Transports Canada, 1995.
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Christopher, John. Les transports au Canada: La situation actuelle. Ottawa, Ont: Bibliothèque nationale du Canada, 1992.
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Christopher, John. Les ports au Canada: La compétitivité future. Ottawa, Ont: Bibliothèque du Parlement, Service de recherche, 1993.
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Madore, Odette. L' industrie du transport aérien au Canada: Sa structure, sa performance et ses perspectives d'avenir. Ottawa, Ont: Bibliothèque du Parlement, Service de recherche, 1993.
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Association, Canadian Urban Transit, ed. A century of moving Canada: Public transit, 1904-2004. Toronto: Canadian Urban Transit Association = Association canadienne du transport urbain, 2004.
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National Transportation Agency of Canada. Recueil des décisions de l'Office national des transports du Canada. Ottawa, Ont: National Transportation Agency of Canada = Office national des transports du Canada, 1988.
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Larry Milberry. Aviation in Canada: The pioneer decades. Toronto: CANAV Books, 2008.
Find full textBook chapters on the topic "Canada. Transports Canada"
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Dastoor, Ashu P., and Didier Davignon. "Global mercury modelling at Environment Canada." In Mercury Fate and Transport in the Global Atmosphere, 519–32. Boston, MA: Springer US, 2009. http://dx.doi.org/10.1007/978-0-387-93958-2_17.
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Chow, Garland. "US and Canadian trucking policy." In Transport Deregulation, 141–76. London: Palgrave Macmillan UK, 1991. http://dx.doi.org/10.1007/978-1-349-21616-1_8.
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Jeffries, Dean S. "Impact of Acid Rain on Lake Water Quality in Eastern Canada." In Intermedia Pollutant Transport, 41–51. Boston, MA: Springer US, 1989. http://dx.doi.org/10.1007/978-1-4613-0511-8_3.
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Pucher, John, and Christian Lefèvre. "Canada: Bridge between Europe and the United States." In The Urban Transport Crisis in Europe and North America, 159–74. London: Palgrave Macmillan UK, 1996. http://dx.doi.org/10.1057/9780230371835_9.
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Prasad, R. "The Plasma Membrane of Candida albicans: Its Relevance to Transport Phenomenon." In Candida Albicans, 108–27. Berlin, Heidelberg: Springer Berlin Heidelberg, 1991. http://dx.doi.org/10.1007/978-3-642-75253-7_8.
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Heaver, Trevor. "Transportation Deregulation and Privatisation in Canada: The Forces for Change." In Transport in a Free Market Economy, 82–114. London: Palgrave Macmillan UK, 1991. http://dx.doi.org/10.1007/978-1-349-11439-9_6.
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Verigin, Grigoriǐ Vasil’evich. "Prisoner Transport of Pëtr Vasil’evich to Obdorsk, Tobol’sk Guberniia." In The Chronicles of Spirit Wrestlers' Immigration to Canada, 61–66. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-18525-1_12.
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Bonavia, Michael R. "The Ports and the Canals." In The Nationalisation of British Transport, 105–13. London: Palgrave Macmillan UK, 1987. http://dx.doi.org/10.1007/978-1-349-08793-8_11.
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Verigin, Grigoriǐ Vasil’evich. "Exile to Iakutsk Area. The Description of the Prisoner Transport to Nizhneudinsk." In The Chronicles of Spirit Wrestlers' Immigration to Canada, 119–27. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-18525-1_19.
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Verigin, Grigoriǐ Vasil’evich. "The Continuation of Prisoner Transport. The Last Words and Death of Vasiliǐ G. Vereshchagin." In The Chronicles of Spirit Wrestlers' Immigration to Canada, 129–37. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-18525-1_20.
Full textConference papers on the topic "Canada. Transports Canada"
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Rivera, Arnold L., and Darren C. Day. "Innovative PLC Design Concepts for Petroleum Pipeline and Terminal System." In 2004 International Pipeline Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/ipc2004-0406.
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Enbridge Inc. operates the world’s longest crude oil and refined liquids pipeline system. The company owns and operates Enbridge Pipelines Inc. (the Canadian portion of the Enbridge crude oil mainline) and a variety of affiliated pipelines in Canada and the United States. It also has approximately, a 12% interest in Enbridge Energy Partners, L.P. which owns the Lakehead Pipeline System in the United States. These pipeline systems have operated for over 50 years and now comprise approximately 15,000 kilometers (9,000 miles) of pipeline, delivering more than 2.2 million barrels per day of crude oil and refined liquids. The combination of the Enbridge System in Canada and the Lakehead System in the United States brings together the primary transporter of crude oil from Canada into the United States. It is also the only pipeline that transports crude oil from Western Canada to Eastern North America, serving all of the major refining centres in the province of Ontario as well as the Great Lakes region of the United States. The system consists of approximately 9000 kilometers (5,600 miles) of mainline pipe in Canada, and 5300 kilometers (3,300 miles) of mainline pipe in the United States. The Canadian portion of the pipeline system extends from Edmonton, Alberta as the primary initiating facility, across the Canadian prairies to the U.S. border near Gretna, Manitoba. It continues again from the U.S. border near Sarnia, Ontario, to Toronto, Ontario, and Montreal, Quebec, with lateral lines to Nanticoke, Ontario, and Niagara Falls, Ontario. The total length of the pipeline right-of-way is nearly 2300 kilometers (1,400 miles).
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Novecosky, Tom. "Axial Inlet Conversion to a Centrifugal Compressor With Magnetic Bearings." In ASME 1992 International Gas Turbine and Aeroengine Congress and Exposition. American Society of Mechanical Engineers, 1992. http://dx.doi.org/10.1115/92-gt-025.
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NOVA’s Alberta Gas Transmission Division transports natural gas via pipeline throughout the province of Alberta, Canada, exporting it to eastern Canada, United States and British Columbia. It is a continuing effort to operate the facilities and pipeline at the highest possible efficiency. One area being addressed to improve efficiency is compression of the gas. By improving compressor efficiency, fuel consumption and hence operating costs can be reduced. One method of improving compressor efficiency is by converting the compressor to an axial inlet configuration, a conversion that has been carried out more frequently in the past years. Concurrently, conventional hydrodynamic bearings have been replaced with magnetic bearings on many centrifugal compressors. This paper discusses the design and installation for converting a radial overhung unit to an axial inlet configuration, having both magnetic bearings and a thrust reducer. The thrust reducer is required to reduce axial compressor shaft loads, to a level which allows the practical installation of magnetic bearings within the space limitations of the compressor (Bear and Gibson, 1992).
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McCauley, Dave, Douglas Metcalfe, Marcia Blanchette, and Tom Calvert. "The Government of Canada’s Programs for Radioactive Waste Cleanup and Long-Term Management." In ASME 2009 12th International Conference on Environmental Remediation and Radioactive Waste Management. ASMEDC, 2009. http://dx.doi.org/10.1115/icem2009-16133.
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The Government of Canada’s 1996 Policy Framework for Radioactive Waste Management establishes that waste owners are responsible for the management of their radioactive wastes. This includes the planning, funding, and implementation of long-term waste management initiatives. Within this context, the Government has established three separate programs aimed at addressing the long-term management of radioactive waste for which it has accepted responsibility. The largest of these programs is the Nuclear Legacy Liabilities Program (NLLP). The objective of the NLLP is to address radioactive waste and decommissioning liabilities resulting from 60 years of nuclear research and development at Atomic Energy of Canada Limited (AECL) sites in Canada. In 2005, the Government increased the value of this liability in its Public Accounts based on a new, 70-year long-term strategy and, in 2006, it implemented a $520 million 5-year work plan to initiate the strategy. The cost of implementing the full strategy is estimated at about $7 billion (current-day dollars). Canada’s Historic Waste Program is a second program that is designed to address low-level radioactive wastes across Canada that are not managed in an appropriate manner for the long-term and for which the current owner can not reasonably be held responsible. These wastes mainly emanate from the refining and use of radium in the 1930s and the very early days of the nuclear industry in Canada when radioactive ores were mined and transported long distances for processing. While the Historic Waste Program has been in place since 1982, the Government of Canada launched the Port Hope Area Initiative in 2001 to deal with the bulk of the waste. Finally, the Government of Canada has entered into two agreements with Canadian provincial governments on roles and responsibilities relating to the decommissioning of uranium mine and mill tailings sites. These agreements, one with the Province of Ontario and one with the Province of Saskatchewan, establish the responsibilities of each level of government to address circumstances where further decommissioning work is required and the producer can no longer be held responsible. The paper will provide an overview of these environmental remediation programs for radioactive waste and will describe recent progress and future challenges.
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McDougall, Mark, and Ken Williamson. "Access and Logistics Challenges in Mountain Terrain Pipeline Projects." In 2014 10th International Pipeline Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/ipc2014-33521.
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Oil and gas production in Canada’s west has led to the need for a significant increase in pipeline capacity to reach export markets. Current proposals from major oil and gas transportation companies include numerous large diameter pipelines across the Rocky Mountains to port locations on the coast of British Columbia (BC), Canada. The large scale of these projects and the rugged terrain they cross lead to numerous challenges not typically faced with conventional cross-country pipelines across the plains. The logistics and access challenges faced by these mountain pipeline projects require significant pre-planning and assessment, to determine the timing, cost, regulatory and environmental impacts. The logistics of pipeline construction projects mainly encompasses the transportation of pipe and pipeline materials, construction equipment and supplies, and personnel from point of manufacture or point of supply to the right-of-way (ROW) or construction area. These logistics movement revolve around the available types of access routes and seasonal constraints. Pipeline contractors and logistics companies have vast experience in moving this type of large equipment, however regulatory constraints and environmental restrictions in some locations will lead to significant pre-planning, permitting and additional time and cost for material movement. In addition, seasonal constraints limit available transportation windows. The types of access vary greatly in mountain pipeline projects. In BC, the majority of off-highway roads and bridges were originally constructed for the forestry industry, which transports logs downhill whereas the pipeline industry transports large equipment and pipeline materials in both directions and specifically hauls pipe uphill. The capacity, current state and location of these off-highway roads must be assessed very early in the process to determine viability and/or potential options for construction access. Regulatory requirements, environmental restrictions, season of use restrictions and road design must all be considered when examining the use of or upgrade of existing access roads and bridges. These same restrictions are even more critical to the construction of new access roads and bridges. The logistics and access challenges facing the construction of large diameter mountain pipelines in Western Canada can be managed with proper and timely planning. The cost of the logistics and access required for construction of these proposed pipeline projects will typically be greater than for traditional pipelines, but the key constraint is the considerable time requirement to construct the required new access and pre-position the appropriate material to meet the construction schedule. The entire project team, including design engineers, construction and logistics planners, and material suppliers must be involved in the planning stages to ensure a cohesive strategy and schedule. This paper will present the typical challenges faced in access and logistics for large diameter mountain pipelines, and a process for developing a comprehensive plan for their execution.
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Brown, B., C. Clausard, A. Wilde, J. Healy, and A. C. Russell. "Implementation of an Integrity Management Strategy to Optimize Future Inspection, Maintenance and Rehabilitation Activities." In 2008 7th International Pipeline Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/ipc2008-64265.
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A Canadian pipeline company operates a 12 inch, nominal wall thickness 5.08mm and 25 km long partially buried insulated pipeline that transports hot liquid oil from an oil refinery, supplying product to a customer in Canada. In addition to the economic importance, this pipeline crosses a city intersecting several high consequence areas (HCA’s). Therefore ensuring the public safety and reliability of the pipeline is critical. One of the primary threats to the integrity of the system is external corrosion associated with areas of damage to the yellow jacket external coating. In buried sections this is due to a combination of water ingress in the damaged coating and CP shielding in these localized areas. The above ground sections are at a higher risk since they are open to the environment and any water ingress can be replenished. This corrosion mechanism can lead to potentially high corrosion rates. Such localized damage is difficult or impossible to detect in above-ground surveys. In addition to routine above-ground surveys and site examinations, high resolution in-line inspection is a key component of the pipeline operator’s overall integrity management strategy. It is conducted at appropriate frequencies to confirm the condition of the pipeline and to optimize maintenance plans to ensure the future safe, reliable and cost effective operation of the pipeline. To date three in-line inspections have been conducted on this pipeline. This paper presents an innovative technique for conducting a detailed corrosion growth comparison of the three inspection data sets and demonstrates the practical use of this methodology to optimize the future integrity management strategy.
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Aronian, Abe, Michelle Jamieson, and Kim Wachs. "Automated Train Brake Effectiveness (ATBE) Test Process at Canadian Pacific." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74035.
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In 2011, Canadian Pacific (CP) implemented a new Automated Train Brake Effectiveness (ATBE) process for coal trains which replaces the visual Class 1 (No.1) Air Brake test required under Canada’s Department of Transport (Transport Canada – TC) regulations. The ATBE process relies on Wayside Detector technology to assess the operation of brakes on each railcar under dynamic conditions. CP began analyzing wayside detector information in 2008 as the basis for evaluating the braking performance of coal trains in Canadian Export service, specifically targeting existing Hot Box / Hot Wheel Detectors strategically situated alongside the track. Using the wayside detector output, the new ATBE process improves upon the visual No.1 Brake Test by evaluating brake effectiveness. The wayside detector information is automatically transmitted to a central Equipment Health Monitoring System after each train passing, where train brake effectiveness is evaluated and results published to mechanical maintenance facilities and train crews. The published results constitute the completed ATBE Test for the train. Given the substantial number of mechanical components requiring visual inspection each day by railway train inspectors, and taking into account the considerable investment CP has made into Wayside Detection technology, focus has moved towards Technology Driven Train Inspections (TDTI), preferring predictive, proactive maintenance practices and condition-based maintenance policies instead of the traditional reactive maintenance approach.
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Dovico, Ricardo, and Eduardo Montero. "The Evaluation and Restoration of a Deteriorated Buried Gas Pipeline." In 1996 1st International Pipeline Conference. American Society of Mechanical Engineers, 1996. http://dx.doi.org/10.1115/ipc1996-1848.
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Historically, the Argentine gas transmission and distribution industry was owned and operated by the State. In 1992, by government decree, this entire industry was transferred to private owners and operators, and divided into two Gas Transmission Companies (TGN and TGS) and eight Gas Distribution Companies. The pipelines and related facilities had been left in an operating condition, however major capital investments were required to assure that the integrity, reliability and operability of the facilities were intact. These capital expenditures were mandatory in many areas as part of the privatization. Maintenance and rehabilitation tasks were developed for the entire transmission system, with the intent to reduce the number of unscheduled outages, optimize system maintenance costs, increase operation safety, and upgrade the pipeline to ensure compliance with the international code. Transportadora de Gas del Norte (TGN), operated by Nova Gas International of Calgary, Canada, consists of two major pipeline transmission systems. The North Line, which transports gas from Northern Argentina and Bolivia to markets south to Buenos Aires is a 24 inch, 3,000 Km system constructed in 1960. It was constructed using a field applied asphalt coating system. The Center West Line, which transports gas from central Argentina (Neuquen) to markets in the western part of the country and also to the Buenos Aires area, is a 30 inch, 1,400 Km system constructed in 1981. It was constructed using a field applied polyethylene tape coating system.
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Thurston, David F. "The Future of Train Control in Canada and an Analysis of the CaRRL Report on Enhanced Train Control." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1225.
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Transport Canada, the regulatory arm of the Canadian Government commissioned a report from the Canadian Rail Research Laboratory (CaRRL) to investigate the risk mitigation of train to train collisions and other train control preventable accidents. This paper looks at the risks reviewed in the report and proposes a formula to provide a level of mitigation for individual railway lines to use in determining the minimum level of train control as discussed in the CaRRL report. Risks to be included are traffic levels, traffic type, track speed, track configuration, among others. Data used will be taken from the ROD database results used in the CaRRL report.
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Sorensen, Michelle L. "Pipeline Maintenance in Geotechnically Unstable Areas: A Case Study." In 2000 3rd International Pipeline Conference. American Society of Mechanical Engineers, 2000. http://dx.doi.org/10.1115/ipc2000-142.
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The 22″ Alberta Oilsands Pipeline transports synthetic crude oil from Syncrude Canada Limited in Fort McMurray to Edmonton, Alberta. The pipeline crosses the House River approximately 100 kilometers south of Fort McMurray. The slope has been monitored since 1991 by three slope indicators. A finite element stress analysis indicated that total ground movement since installation in 1977 could correspond to pipeline compressive strains in excess of 0.32%, a level of risk unacceptable to the pipeline owner. A probability-based model was developed to determine cost and benefit of risk mitigation options. Parameters such as soil movement and pipe strain were input as probability distributions. The mitigation options included: reduce slope instability; reduce pipe stress; reduce pipe-to-soil interaction; implement long term monitoring; determine current pipe strain level (to decrease data uncertainty); do nothing. A Monte Carlo simulation was used to establish probability of failure and probable cost distributions for each option. The results were presented as a combined cost of failure and mitigation over 10 years. The analysis indicated that the optimum solution was to remove the existing soil traction loading on the pipe and mitigate long-term slope movement. The decision was made to relieve the pipe strain by excavating. Current pipe strain was measured in situ using residual strain measurement. Long term strain gauges were installed. Slope mitigation was deferred until the strain gauges indicate total pipeline strain levels approaching 0.32%.
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Price, Tom, Rick Blair, Michael Roney, Dave Graves, Shriram Sharma, Armagon Ozkaya, and Matthew Dick. "Paperless Track Inspection Record Keeping and Compliance." In ASME 2012 Rail Transportation Division Fall Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/rtdf2012-9432.
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Traditionally railway track inspections have been recorded on paper. As technology advances, so does the ability to record track inspections utilizing a paperless system. A paperless system allows for many advantages including rapid report generation and oversight to ensure compliance. This paper briefly reviews the development and use of the Digital Track Notebook paperless track inspection record keeping system. Detailed in the paper is how the system complies with CFR 213.241 Electronic Record Keeping on items such as amending and data retention. Additionally this paper discusses how the system ensures regulatory compliance with Federal Railroad Administration and Transport Canada rules concerning inspection frequency and modes. Lastly, the paper discusses the deployment of the system in Canadian Pacific Railway (CPR).
Reports on the topic "Canada. Transports Canada"
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Amos, C. L., J. T. Judge, and J. V. Barrie. Storm-enhanced tidal sand transport - Hecate Strait, British Columbia, Canada. Natural Resources Canada/ESS/Scientific and Technical Publishing Services, 1993. http://dx.doi.org/10.4095/183934.
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Stockton, Emma, ed. Transport Canada's Northern Transportation Adaptation Initiative (NTAI) 2011-2021. Carleton University, 2021. http://dx.doi.org/10.52381/ntai.2021.
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Hequette, A., K. A. Jenner, and P. R. Hill. Beach Morphodynamics and Sediment Transport At Tibjak Beach, Canadian Beaufort Sea Coast. Natural Resources Canada/ESS/Scientific and Technical Publishing Services, 1990. http://dx.doi.org/10.4095/128168.
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Gayer, Whitney. Water Transport in the Lateral Line Canal of the Intertidal Fish Xiphister mucosus (Girard 1858) and Its Significance to Evaporative Water with Preliminary Observations of the Metabolic Consequences of Water Loss. Portland State University Library, January 2000. http://dx.doi.org/10.15760/etd.5973.
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Cairo, Jessica, Iulia Gherman, and Paul Cook. The effects of consumer freezing of food on its use-by date. Food Standards Agency, July 2021. http://dx.doi.org/10.46756/sci.fsa.ret874.
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The current Food Standards Agency consumer guidance states that consumers can freeze pre-packed food right up to the “use-by” date and, once food has been defrosted, it should be consumed within 24 hours. This strategic review has collated relevant data to determine whether there is an increased risk in relation to freezing ready-to-eat and non-ready-to-eat foods on the use-by date compared to the day before the use-by date. The review has focused on how the shelf-life of a food is determined and the effects of freezing, thawing and refrigeration on foodborne pathogens, including Bacillus spp., Campylobacter spp., Clostridium botulinum, Clostridium perfringens, Listeria monocytogenes, Salmonella, pathogenic Escherichia coli and Shigella spp. In the UK, food business operators are responsible for setting the safe shelf-life of a food which, in practice, should take into consideration the consumer habits, as well as the factors affecting shelf-life, such as food product characteristics, food processing techniques, transport, retail and domestic food storage temperatures, and type of packaging. Some countries, such as Ireland, New Zealand and Canada specifically recommend including safety margins within shelf lives. This is used to maintain brand integrity because it ensures that the food is consumed in its optimum condition. The FSA has collaborated with other organisations in the production of several guidance documents; however, there is no explicit requirement for the consideration of a margin of safety when setting shelf-life. There is also no legal requirement in the UK to consider a safety margin when setting shelf-life. According to regulations, pathogens should not be present in sufficient levels to cause foodborne illness on the use-by date, as food should still be safe to eat on that day. Given that these requirements are met, the risk assessed in this report arises from the processes of freezing, thawing and subsequent refrigerated storage for a further 24 hours, and the potential for these to increase pathogen levels. In this review, it was found that there is a risk of additional growth of certain pathogens during the refrigerated storage period although the impact of freezing and thawing on the extent of this growth was not readily evident. This risk would relate specifically to ready-to-eat foods as cooking of non-ready-to-eat foods after defrosting would eliminate pathogens. This report explores the potential issues related to consumer freezing on the use-by date and identifies additional information or research required to understand the risks involved. Overall, there is little evidence to suggest a significant change in risk between consumers freezing ready-to-eat food on the use-by date compared to freezing the food on the day before the use-by date. Specific areas that merit further research include the risks due to low temperature survival and growth of L. monocytogenes. There is also a lack of research on the effects of freezing, defrosting and refrigeration on the growth and toxin production of non-proteolytic C. botulinum, and the growth of Salmonella during domestic freezing and thawing. Finally, more information on how food business operators set shelf-life would enable a better understanding of the process and the extent of the safety margin when determining shelf-life of ready-to-eat and non-ready-to-eat foods.
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Modeling nutrient and dissolved-oxygen transport in the Truckee River and Truckee Canal downstream from Reno, Nevada. US Geological Survey, 1987. http://dx.doi.org/10.3133/wri874037.
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