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Opened to traffic on 1 July 2019, the new Samuel De Champlain Bridge represents one of the largest infrastructure projects in North America. The rapidly deteriorating condition of the original Champlain Bridge in Montréal led the Government of Canada to accelerate its replacement and ultimately awarded a contract to the Signature on the Saint Lawrence Group, in 2015, to deliver a new replacement crossing. The project was fast-tracked, with a schedule of only 48 months from design to bridge opening. Due to its geographical location, this lifeline structure faces unique hazards including extreme cold temperatures, ice abrasion, de-icing salt attacks, wind, vessel collision, scour and seismic, while meeting its design life of 125 years. Sustainability and durability are also important project requirements. The 3.4 km long bridge is comprised of three independent structures: the 529 m long, asymmetric cable-stayed bridge (which features a single 169 m high tower), the 762 m long east approach and the 2044 m long west approach. The owner used a public–private partnership procurement model and the project was delivered using the design–build delivery method. An overview of this Can$2.4 billion mega project is provided in this paper, and the design and build solutions to overcome the suite of technical and schedule challenges are discussed. [ABSTRACT FROM AUTHOR]

While scholars acknowledge the important role played by regulators in managing ride hailing and its impacts on cities, few studies have explored the implications for developing ride hailing regulations at different levels of governance. This paper examines regulatory approaches to ride hailing in Canada's three largest metropolitan regions: Toronto, Montreal, and Vancouver. Though united by a national border, these three regions are subject to unique governance approaches, histories, and trajectories. Although ground transportation in Canada usually falls within local or municipal authority, only Toronto, amongst these three city‐regions, treats the regulation of ground transportation as a local responsibility. In both Montreal and Vancouver, which are subject to different regulatory and governance structures, ride hailing is primarily regulated at the provincial level. As a more detailed examination reveals, we can further distinguish the three metropolitan areas based on the extent of intraregional coordination and regional mobility. By introducing these two concepts, the paper explores both the intended and unintended regional impacts of ride hailing regulations. These findings are relevant not only to ride hailing, but also to broader questions about governing both regional mobility and the platform economy. Key Messages: This research examines how government authority for ground transportation in Canada's three largest metropolitan regions impacts the regulation of ride hailing.Distinctions regarding the level of government responsible for regulating ride hailing persist when comparing the Toronto, Montreal, and Vancouver city‐regions.While provincial government regulatory authority can positively influence regional transportation planning and policy, municipal‐led approaches to ride hailing enable place‐based responsiveness. [ABSTRACT FROM AUTHOR]

Driving automation is happening at a rapid pace, with different driver assistance systems already available in mass-market cars. However, this rapid development in driving automation leads to concerns and questions about their impact on safety. While previous studies have been restricted to incident reports and simulation tools, the safety of automated vehicles (AVs) has not been clearly demonstrated independently from their developers and proponents. Instead of crashes, which are extremely rare events, this study uses surrogate measures of safety (SMoS) to analyze the interactions between road users and low-speed automated shuttles that circulated in Montreal and Candiac, in Canada, during two pilot projects in mid and late 2019. Cameras were placed at seven intersections along the routes of the shuttles. More than 70 hours of footage were processed to extract the road user trajectories using computer vision techniques and compute various safety indicators: speed and acceleration at the road user level, time headway, time-to-collision (TTC), post-encroachment time (PET) and the speed difference at the interaction level. The Kolmogorov–Smirnov test was used to compare the distributions of these indicators for interactions involving automated shuttles or motorized vehicles following similar paths. Multivariate regression was used to identify the relationship between the safety indicators and various factors. The results indicate that these automated shuttles behave generally more safely: their speeds and accelerations are lower and their interactions are characterized by higher TTC and PET values, and lower speed differences. However, small headway times at one site with high-speed differences between the shuttles and other following vehicles raise concerns that warrant further research into the suitable context for these vehicles. • This paper presents the first study of automated shuttles in real traffic conditions. • User trajectories were obtained using video analysis. • Shuttle interactions with other road users are analyzed using surrogate measures of safety. • Shuttles are compared to human drivers with the same trajectories. • Shuttles have safer interactions with lower speeds and higher time to collision. [ABSTRACT FROM AUTHOR]