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The City of Saskatoon is responsible for maintaining approximately 1,100 km of roads including locals, collectors, arterials, and freeways. With the aged state of the road infrastructure, increasing budget constraints limit the City’s ability to maintain existing road infrastructure to an acceptable level of service and to construct new road infrastructure. The infrastructure demands related to urban growth within the City of Saskatoon have caused a shrinking aggregate supply and increasing aggregate demand. In turn, growing demand and dwindling resources for aggregate are resulting in rapid increases to road construction costs. Aggregate sources are a non-renewable resource in Saskatchewan. Therefore, road designers do not have an endless supply of quality aggregates. With limitations of the road building industry and the foreseeable economic growth projected for the City of Saskatoon, it is reasonable to expect that the unit costs of providing conventional pavement structures will continue to increase in Saskatoon. Presently, the primary conventional road building materials include well graded granular base material, subbase, crushed rock and a wearing surface of either conventional hot mix asphalt concrete (HMAC) or Portland cement concrete (PCC). To ensure long term pavement performance, quality aggregate sources are needed in all road design structural layers. Recent years have seen an increased need for substructure drainage systems, therefore increasing the need for high quality crushed rock. City of Saskatoon, like other urban centers, generates significant stock piles of concrete rubble annually. The primary objective of this research was to compare PCC material properties to those of conventional granular materials under realistic field state conditions. The second objective of this research was to validate the economic feasibility of using recycled PCC material within City of Saskatoon road structure through test section design and field test sections’ structural performance. Conventional and mechanistic material characterization was completed for recycled PCC well graded base course and recycled PCC drainage rock derived from PCC rubble, as well as conventional City granular base and drainage rock aggregates from typical City of Saskatoon stockpiles. Conventional testing completed on the samples included physical properties as required by COS aggregate specifications. Micro-Deval testing was also completed to compare the mechanical breakdown of the aggregates tested. Based on the results of the conventional tests performed, the recycled PCC well graded base and the recycled PCC drainage rock were found to meet COS base and drainage rock specifications, respectively. The recycled PCC well graded base material, recycled PCC drainage rock, COS granular base, and recycled PCC well graded base stabilized with different percentages of cement and slow setting type one (SS-1) asphalt emulsion were the research materials mechanistically tested. These materials were mechanistically tested using triaxial frequency sweep characterization to derive the mechanistic material constitutive relations across all the materials. Five repeat samples were gyratory compacted and tested at room temperature using the rapid triaxial testing. To characterize climatic durability, all the samples were moist cured for 28 days, characterized using the rapid triaxial test; then vacuum saturated and then characterized again using the rapid triaxial test. The mechanistic properties measured for the PCC material showed better climatic durability compared to those measured for the virgin aggregates, particularly after climatic durability testing. Prior to vacuum saturation, the conventional COS granular base had a peak dynamic modulus of 457 MPa. Under the same testing conditions, recycled PCC well graded base unstabilized had a stiffness of 1081 MPa; the stabilized PCC samples with two percent cement had a dynamic modulus of 1542 MPa. The radial micro strain and Poisson’s ratio were reduced for well graded PCC materials both unstabilized and stabilized compared to the conventional COS granular base. The conventional granular base had a peak radial micro strain of 194 compared to the untreated recycled PCC well graded base peak radial micro strain of 54 at the same testing parameters of low stress state at a testing frequency of 10 Hz prior to vacuum saturation. The conventional COS granular base samples failed under high deviatoric stress state at a 0.5 Hz testing frequency prior to vacuum saturation, whereas the PCC materials survived all testing frequencies and stress states. However, after vacuum saturation, the unstabilized recycled PCC well graded base samples failed under high stress state under a 10 Hz testing frequency. To validate field structural performance, two road structures within the City of Saskatoon were used as test sections in which recycled PCC drainage rock was used as a structural drainage layer. The first test section was constructed in the east bound lane of Marquis Drive, and the second was completed at the University of Saskatchewan. Prior to construction of both the Marquis Drive and North Road test sections, both sections were tested for peak surface deflections using the heavy weight deflectometer. Segment 1 of Marquis Drive had an average pre construction surface deflection of 1.85 mm under a primary weight limit. Section 1 of North Road had an average pre construction surface deflection of 1.17 mm under primary weight limit. After construction was complete on both test sections using recycled materials including a PCC drainage layer, HWD testing showed post construction peak deflections were significantly lower than the deflections measured pre construction. Recycled PCC well graded base material performed well in mechanistic laboratory analysis. However, the material was not field tested in this research. Mechanistic laboratory and field analysis indicated that recycled PCC drainage rock aggregates met structural performance requirements. The capital cost analysis showed that using recycled PCC drainage rock can reduce the overall cost of road rehabilitation projects when compared to using conventional virgin aggregates, particularly crushed drainage rock. The Marquis Drive section had a cost savings of $89,000, and the University of Saskatchewan section had a cost savings of $75,800 when recycled materials were used in lieu of virgin aggregates to rehabilitate the pavement structure. In addition, no PCC was disposed of in the landfill, saving the City of Saskatoon tipping fees and extending the life of the landfill. This research showed that the crushed PCC rubble is both technically and economically feasible to use as high quality aggregates in City of Saskatoon streets. Based on the findings of this research, the City of Saskatoon should pursue the use of recycled PCC rubble aggregates in urban road construction.

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Criminality takes many forms; a homicide may be defined as criminal activity, as would identity theft--both acts are criminal, yet the responses garnered are quite different. What makes the response for these two acts different? Perhaps societal reaction and tolerance towards these behaviours. Why is it that popular socio-legal discourse takes the position that societal reaction is the result of the information it receives? The focus of my research was to determine whether language affects perception and whether this impacts police and judicial practice. The focus was on the discourse of legal and popular language used to describe motor vehicle incidents that encompass a criminal component of injury and or fatality. I examined the impact of terminology on public and legal perception, as well as societal reactions and tolerance, which were the underlying issues of examination. However, in order to understand reaction and tolerance, I found it important to study the factors that contributed towards public and legal perception. The method of analysis was to examine the terminology used to depict and deliver the news of such incidents. For the purposes of this investigation vehicular negligence is defined as any act or behaviour that contravenes the British Columbia Motor Vehicle Act or is a Criminal Code of Canada offence related to the operation of a motor vehicle. Under the law, a negligent act does not require mens rea, which literally means to have a guilty mind. Therefore, in order to be considered guilty, a person does not necessarily need to have the mental culpability of forecasting or have the intention of inflicting harm. I restricted my area of focus to the region of British Columbia for two primary reasons. First, British Columbia has a higher than average injury and fatality rate resulting from motor vehicle incidents when compared to other provinces in Canada. Second, the area of focus was limited to this province as the result of my direct personal experiences in this provincial context. The parameters of my case study, as indicated above, included only those incidents of vehicular negligence that resulted in bodily injury and or fatality. The form of negligence assessed was not restricted to a specific type of act; rather it included any act that would be considered negligent behaviour on the roads, including but not limited to, driving in excess of the posted speed limit, impaired driving, carelessness, hit and runs, and so forth. My interest was to examine the ways in which these acts are perceived and addressed in public (media) and legal (court) discourse. Focusing on five randomly selected cases involving vehicular negligence, thematic analysis of face-to-face interviews, discourse analysis, and autoethnography were the primary methodologies used for the investigation. At present, there is no shortage of literature examining the cause and effect of specific behaviours in relation to motor vehicle incidents. The shortcoming, however, is that the focus of the literature is primarily centred on the consequences of drunk driving as it relates to the mismanagement of vehicles and the subsequent legal and civil litigations. Some of the literature also addresses social and health costs related to the severity of vehicle negligent incidents. However, there is a dearth of research examining the role of public and legal perceptions as they pertain to vehicular negligence and the impacts on the way in which vehicular negligent incidents are addressed within the courts. The results of this research indicated that terminology does in fact have an impact on perception, and thus negligent incidents on the roads should be referred using terms that are accurate descriptions. Terms such as accidents construe an incorrect understanding of the implications from these types of acts that are a leading health and safety epidemic globally.

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We want to be able to use information about the traffic flows at road junctions and covariates describing those junctions to predict the number of accidents occurring there. We develop here a Bayesian predictive approach. Initially we considered three simpler but related problems to assess the efficiency of some approximation techniques, namely: (I) Given a treatment with an effect that can be described mathematically as of a multiplicative form, we record Poisson countings before and after the treatment is applied. Then, given a new individual with a known counting before the treatment is used, we want to predict the outcome on that individual after the treatment is applied. (II) After observing the value on an individual before any treatment is applied, we decide, based on that value, which of two treatments to apply, and then register the post- treatment outcome. Given a new individual, with an observed value before he receives any treatment, we aim to derive the predictive distribution for the outcome after one of the treatments is used. (This problem is also considered when several possible treatments are available). (III) We compare the effects of two treatments, through a two-period crossover design. We assume that both the treatment effect and the period effect are of multiplicative forms. Estimative and approximation methods are developed for each of these problems. We use the Gibbs sampling approach, normal asymptotic approximations for the posterior distributions and the Laplace approximations. Examples are presented to compare the efficiency and performance of the different methods. We find that the Laplace method performs well, and has computational advantages over the other methods. Using the knowledge obtained solving these simpler problems we develop solutions for the traffic accidents problem and analyse a real data set. Stepwise procedures for the incorporation of the covariates through the use of Kullback-Leibler measure of divergence are developed. We also consider the three simpler problems assuming that the observations are exponentially and binomially distributed.

The need for improved cloud parameterisations in a road surface temperature model is demonstrated. Case studies from early 1994 are used to investigate methods of tracking cloud cover using satellite imagery and upper level geostrophic flow. Two of these studies are included in this thesis. Errors encountered in cloud tracking methods were investigated as well as relationships between cloud height and pixel brightness in satellite imagery. For the first time, a one dimensional energy balance model is developed to investigate the effects of erroneous cloud forecasts on surface temperature. The model is used to determine detailed dependency of surface freezing onset time and minimum temperature on cloud cover. Case studies from the 1995/96 winter in Devon are undertaken to determine effects of differing scenarios of cloud cover change. From each study, an algorithm for predicting road surface temperature is constructed which could be used in future occurrences of the corresponding scenario of the case study. Emphasis is strongly placed on accuracy of predictions of surface freezing onset time and minimum surface temperature. The role o f surface and upper level geostrophic flow, humidity and surface wetness in temperature prediction is also investigated. In selected case studies, mesoscale data are also analysed and compared with observations to determine feasibility of using mesoscale models to predict air temperature. Finally, the algorithms constructed from the 1995/96 studies are tested using case studies from the 1996/97 winter. This winter was significantly different from its preceding one which consequently meant that the algorithm from only one scenario of the 1995/96 winter could be tested. An algorithm is also constructed from a 1996/97 winter case study involving a completely different scenario Recommendations for future research suggest testing of existing algorithms with guidance on additional scenarios.