Relevant bibliographies by topics / Choice of transportation – Ontario – Toronto

Academic literature on the topic 'Choice of transportation – Ontario – Toronto'

Author: Grafiati
Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Choice of transportation – Ontario – Toronto"

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Ledsham, Trudy, Steven Farber, and Nate Wessel. "Dwelling Type Matters: Untangling the Paradox of Intensification and Bicycle Mode Choice." Transportation Research Record: Journal of the Transportation Research Board 2662, no. 1 (January 2017): 67–74. http://dx.doi.org/10.3141/2662-08.

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Urban intensification is believed to result in a modal shift away from automobiles to more active forms of transportation. This study extended the understanding of bicycle mode choice and the influence of built form through an analysis of dwelling type, density, and mode choice. Apartment dwelling and active transportation are related to intensification, but an understanding of the impact of increased density on bicycling is muddied by the lack of isolation of cycling from walking in many studies and by the lack of controls for the confounding effects of dwelling type. This study examined the relationship between dwelling type and mode choice in Toronto, Ontario, Canada. In this study of 223,232 trips, 25 variables were controlled for, and multinomial logistic regression analysis was used to estimate relative risk ratios. Strong evidence was found that a trip that originated from an apartment-based household was less than half as likely to be taken by bicycle as a similar trip that originated from a house-based household in Toronto in 2011. Increased population density of the household location had a positive impact on the likelihood that a trip would be taken by walking and a negligible and uncertain impact on the likelihood that it would be taken by transit. However, increased population density had a negative impact on bicycling. Further analysis found that the negative impact of density did not seem to apply to those who lived in single detached housing but rather only to the likelihood that apartment and townhouse dwellers would cycle. Further research is required to identify the exact barriers to cycling that apartment dwellers experience.
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Ashrafi, Zahra, Hamed Shahrokhi Shahraki, Chris Bachmann, Kevin Gingerich, and Hanna Maoh. "Quantifying the Criticality of Highway Infrastructure for Freight Transportation." Transportation Research Record: Journal of the Transportation Research Board 2610, no. 1 (January 2017): 10–18. http://dx.doi.org/10.3141/2610-02.

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Events that disable parts of the highway transportation network, ranging from weather conditions to construction closures, may affect freight travel times and ultimately degrade economic productivity. Although previous studies of criticality typically focused on the impacts of natural disasters or terrorist attacks on systemwide travel times, these studies did not quantify the costs associated with disruptions to the economy because of disruptions to the freight transportation system. This paper quantifies the economic criticality of the highway infrastructure in Ontario, Canada, with the use of a new measure of criticality that determines the cost of highway closures (in dollars) on the basis of the value of goods, the time delayed, and the associated value of time. When criticality is measured in this way, it has some correlation with truck volumes, but the correlation differs when the values of shipments and the physical redundancy in the network are considered, and results in new insights into critical freight infrastructure. For example, the highway network within the greater Toronto, Ontario, Canada, area has a high degree of redundancy, but highways farther away from this metropolitan area have less redundancy and are thus more critical. Moreover, sections of Highway 401 located west of the greater Toronto area were found to be more critical—even though it carries lower truck volumes—than those located east of the greater Toronto area because of the lower redundancy in the western portion of the network. This measure has many potential applications in freight transportation planning, operations, and maintenance. Finally, with the cost of these disruptions quantified in dollars, one can then calculate the monetary benefits of potential transportation improvements for comparison (i.e., perform a cost–benefit analysis).
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Lue, Gregory, and Eric J. Miller. "Estimating a Toronto pedestrian route choice model using smartphone GPS data." Travel Behaviour and Society 14 (January 2019): 34–42. http://dx.doi.org/10.1016/j.tbs.2018.09.008.

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Helferty, Natalie. ""Localization": A means to reduce negative transportation impacts in the "natural city"." Ekistics and The New Habitat 71, no. 427-429 (December 1, 2004): 233–35. http://dx.doi.org/10.53910/26531313-e200471427-429193.

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The author runs "Natural Heritage Consulting" in Richmond Hill, Ontario, Canada. She is a former Adjunct Professor at Ryerson University having taught Applied Ecology as a joint program between the School of Occupational and Public Health and the School of Urban and Regional Planning. She has provided environmental policy input on government initiatives such as the formation of the Greenbelt around the City of Toronto in her capacity as a member of the Province of Ontario's Greenbelt Task Force. The text that follows is a revised and edited version of a paper presented by the author at the Natural City conference - "Success Stories" - organized by the Centre for Environment, University of Toronto from 31 May to 2 June, 2006.
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Li, Siyuan, Matthew Muresan, and Liping Fu. "Cycling in Toronto, Ontario, Canada: Route Choice Behavior and Implications for Infrastructure Planning." Transportation Research Record: Journal of the Transportation Research Board 2662, no. 1 (January 2017): 41–49. http://dx.doi.org/10.3141/2662-05.

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This research investigated the route choice behavior of cyclists in Toronto, Ontario, Canada, with data collected from a smartphone application deployed to many cyclists in the city. For the study, 4,556 cyclists registered and logged more than 30,000 commuting trips over 9 months. In addition to the time-stamped, second-by-second GPS readings on each trip, information on age, gender, and rider history was collected on a voluntary basis. Multinomial logit route choice models were estimated for the commuting cycling trips. The results revealed the critical importance of cycling facilities (e.g., bike lanes, cycling paths and trails) on cyclists’ route choice decisions, and provided valuable information for use in Toronto’s ongoing bicycle network planning.
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Kelsey, Mary Wallace. "Christine Wilson's presentation at the 1999 Food Choice Meeting in Toronto, Ontario, Canada." Appetite 38, no. 1 (February 2002): 75–76. http://dx.doi.org/10.1006/appe.2001.0450.

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Hadayeghi, Alireza, Amer S. Shalaby, and Bhagwant Persaud. "Macrolevel Accident Prediction Models for Evaluating Safety of Urban Transportation Systems." Transportation Research Record: Journal of the Transportation Research Board 1840, no. 1 (January 2003): 87–95. http://dx.doi.org/10.3141/1840-10.

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A series of macrolevel prediction models that would estimate the number of accidents in planning zones in the city of Toronto, Ontario, Canada, as a function of zonal characteristics were developed. A generalized linear modeling approach was used in which negative binomial regression models were developed separately for total accidents and for severe (fatal and nonfatal injury) accidents as a function of socio-economic and demographic, traffic demand, and network data variables. The variables that had significant effects on accident occurrence were the number of households, the number of major road kilometers, the number of vehicle kilometers traveled, intersection density, posted speed, and volume-capacity ratio. The geographic weighted regression approach was used to test spatial variations in the estimated parameters from zone to zone. Mixed results were obtained from that analysis.
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Palm, Matthew, and Steven Farber. "The role of public transit in school choice and after-school activity participation among Toronto high school students." Travel Behaviour and Society 19 (April 2020): 219–30. http://dx.doi.org/10.1016/j.tbs.2020.01.007.

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Gingerich, Kevin, Hanna Maoh, and William Anderson. "Border Crossing Choice Behavior of Trucks along Trade Corridor between Toronto, Ontario, Canada, and Chicago, Illinois." Transportation Research Record: Journal of the Transportation Research Board 2477, no. 1 (January 2015): 85–92. http://dx.doi.org/10.3141/2477-10.

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Sweet, Matthias N. "User interest in on-demand, shared, and driverless mobility: Evidence from stated preference choice experiments in Southern Ontario." Travel Behaviour and Society 23 (April 2021): 120–33. http://dx.doi.org/10.1016/j.tbs.2020.12.003.

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Dissertations / Theses on the topic "Choice of transportation – Ontario – Toronto"

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Mitra, Raktim. "School Travel Mode Choice Behaviour in Toronto, Canada." Thesis, 2012. http://hdl.handle.net/1807/35163.

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Interest in school transportation has emerged in response to concern over the reduced levels of physical activity among children and youth. Recent Canadian policies emphasize population health intervention to encourage active travel among this younger population; urban planners and public health professionals have also highlighted the importance of the neighbourhood built environment. However, this “child-youth friendly” turn in policy and planning practice, particularly in Canada, has arguably occurred in advance of conclusive and generalizable knowledge about the relationship between the built environment and children’s travel. Within this context, this thesis is the first quantitative research that examines school transportation mode choice behaviour in the largest Canadian city, the City of Toronto. At first, a Behavioural Model of School Transportation was outlined. This exercise was followed by three empirical studies that explored school travel by children and youth, using travel data from Transportation Tomorrow Survey. The first of these three studies investigated the association between the built environment and the likelihood of walking or being driven, for journeys to and from school. The next study focused on a measurement issue; the potential influence of the modifiable areal unit problem on statistical modelling of the built environment - mode choice relationship was examined. Lastly, the potential influence of travel interactions among household members, the built environment, and unobservable spatial dependency (i.e., spatial auto-correlation), on school travel outcome of children and youth, were examined. The results indicated that caregiver availability may influence travel mode choice. The built environment near both home and school locations was associated with the likelihood of walking. In addition, the correlates of mode choice were different between children and youth, which perhaps, reflects a child’s cognitive development with age as an independent traveller. These findings suggest the need for neighbourhood-wide improvement in the built environment, and age-specific population health interventions at schools and in the communities.
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Usyukov, Vladimir. "Development of a Cyclists' Route-Choice Model: An Ontario Case Study." Thesis, 2013. http://hdl.handle.net/10012/8088.

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This research presents the first North American route-choice model for cyclists developed from a large sample of GPS data. These findings should encourage all interested municipalities to implement cycling as part of their transportation planning by determining key designing and planning factors to encourage cycling. The analysis is based on processing revealed preference data obtained from 415 self-selected cyclists in Waterloo, Ontario, which corresponded to 2000 routes. Cyclists' route decisions were modeled using multinomial logit framework of discrete choice theory. The main finding involved in capturing two different behaviour groups, namely experienced and inexperienced cyclists. This was subsequently reflected in the two developed models. The key factors impacting route-choice were found to be trip length, speed, volume, bicycle lane presence and percent of uphill gradient that cyclists face. The predictive power of the best model was 65%. The outlier analysis found that the relative significance of uphill gradient coefficient in one circumstances and perhaps the exclusion of unobserved variables, in other circumstances could be the cause why probability of actual choice was not predicted by both models all the time. In addition, this research involved in the development of a transferability study involving route-choice modeling for cyclists. The analysis is based on the revealed preference data obtained from 255 self-selected cyclists in Peel Region, Ontario, which corresponded to 425 unique routes. The choice set contained actual routes and a combination of alternatives obtained by labeling and impedance rules. The transferability of Waterloo's model to Peel Region was 37%. This means that cyclists behaviour in the Peel Region can be predicted correctly by travel length, bicycle lane presence and percent of uphill gradient for every third cyclist.
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Sasic, Ana. "Modelling Departure Time and Mode Choice for Commuting in the Greater Toronto and Hamilton Area (GTHA): Evaluation of Dynamic Travel Demand Management Policies." Thesis, 2012. http://hdl.handle.net/1807/32489.

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This thesis develops econometric models of departure time and travel mode choice to evaluate dynamic transportation policies. Dynamic policies affect travel attributes differently throughout the day. Both departure time and mode choice are modelled with Random Utility Maximizing (RUM) Generalized Extreme Value (GEV) discrete choice models that capture systematic and random heterogeneity. Departure time is represented by a heteroskedastic generalized extreme value model (Het-GEV) with overlapping choice sets. Studying the Greater Toronto and Hamilton Area (GTHA), models are estimated using Revealed Preference (RP) household travel data from the 2006 Transportation Tomorrow Survey (TTS). Empirical models are used to evaluate dynamic transit and road pricing policies. Results indicate that the models are capable of capturing mode and time switching behaviour in response to peak pricing policies. To alleviate demand while maintaining transit mode share, a road charge and a moderate, flat, transit fare increase throughout the morning peak are recommended.
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Raykin, Leonid. "Impacts of Driving Patterns on Well-to-wheel Performance of Plug-in Hybrid Electric Vehicles." Thesis, 2012. http://hdl.handle.net/1807/42882.

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The well-to-wheel (WTW) environmental performance of plug-in hybrid electric vehicles (PHEVs) is sensitive to driving patterns, which vary within and across regions. This thesis develops and applies a novel approach for estimating specific regional driving patterns. The approach employs a macroscopic traffic assignment model linked with a vehicle motion model to construct driving cycles, which is done for a wide range of driving patterns. For each driving cycle, the tank-to-wheel energy use of two PHEVs and comparable non-plug-in alternatives is estimated. These estimates are then employed within a WTW analysis to investigate implications of driving patterns on the energy use and greenhouse gas emission of PHEVs, and the WTW performance of PHEVs relative to non-plug-in alternatives for various electricity generation scenarios. The results of the WTW analysis demonstrate that driving patterns and the electricity generation supply interact to substantially impact the WTW performance of PHEVs.
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Books on the topic "Choice of transportation – Ontario – Toronto"

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Corporation, Canada Mortgage and Housing. Housing choice and adaptability for African refugees : the Canadian African Newcomer Aid Centre, Toronto, Ontario =: Choix et adaptabilité des logements destinés aux réfugiés africains : the Canadian African Newcomer Aid Centre, Toronto (Ontario). Ottawa, Ont: Canada Mortgage and Housing Corporation = Société canadienne d'hypothèques et de logement, 1999.

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Ontario Educational Research Council. Conference. [Papers presented at the 28th Annual Conference of the Ontario Educational Research Council, Toronto, Ontario, Dec. 1986]. [Toronto, ON: s.n.]., 1986.

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Ontario Educational Research Council. Conference. [Papers presented at the 33rd Annual Conference of the Ontario Educational Research Council, Toronto, Ontario, December 6-7, 1991]. [Ontario: s.n.], 1991.

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Conference, Ontario Educational Research Council. [Papers presented at the 30th Annual Conference of the Ontario Educational Research Council, Toronto, Ontario, December 2-3, 1988]. [Toronto, ON: s.n.], 1988.

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Ontario Educational Research Council. Conference. [Papers presented at the 34th Annual Conference of the Ontario Educational Research Council, Toronto, Ontario, December 4 - 5, 1992]. [Ontario: s.n.], 1992.

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Ontario Educational Research Council. Conference. [Papers presented at the 32nd Annual Conference of the Ontario Educational Research Council, Toronto, Ontario, December 7-8, 1990]. [Ontario: s.n.], 1990.

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Ontario Educational Research Council. Conference. [Papers presented at the 36th Annual Conference of the Ontario Educational Research Council, Toronto, Ontario, December 2-3, 1994]. [Toronto, ON: s.n.], 1994.

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Ontario Educational Research Council. Conference. [Papers presented at the 35th Annual Conference of the Ontario Educational Research Council, Toronto, Ontario, December 3-4, 1993]. [Toronto, Ont: s.n, 1993.

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Conference, Ontario Educational Research Council. [Papers presented at the 31st Annual Conference of the Ontario Educational Research Council, Toronto, Ontario, December 8-9, 1989]. [Toronto, ON: s.n.], 1989.

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Vehicle, Navigation and Information Systems Conference (1st 1989 Toronto Ont ). Conference record of papers presented at the first Vehicle Navigation and Information Systems Conference (VNIS'89): Vehicle navigation & information systems : King Edward Hotel, Toronto Ontario, Canada, September 11-13, 1989. [New York, NY: IEEE, 1989.

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Book chapters on the topic "Choice of transportation – Ontario – Toronto"

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Fitzgerald, Amy, and Wesley Tourangeau. "Crime versus harm in the transportation of animals: A closer look at Ontario’s ‘pig trial’." In A Handbook of Food Crime, 213–28. Policy Press, 2018. http://dx.doi.org/10.1332/policypress/9781447336013.003.0014.

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In December of 2016 the Canadian Food Inspection Agency’s proposal to amend the Health of Animals Regulations was made public. Among the changes proposed is a reduction in the maximum amount of time animals can be transported without food or water. The timing of this proposal coincides with an on-going court case in Ontario that has come to be known as the ‘pig trial’. Anita Krajnc, an animal rights activist with Toronto Pig Save, has been charged with criminal mischief for providing water to pigs on a truck en route to slaughter. This chapter examines the Krajnc case and the newly proposed regulations from a green criminological perspective, and delves into the debate over what constitutes a food crime in the context of livestock transportation.
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Conference papers on the topic "Choice of transportation – Ontario – Toronto"

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Case, G. G., and R. L. Zelmer. "Comparative Experiences in Environmental Remediation of LLR Waste Sites in Diverse Canadian Environments." In ASME 2003 9th International Conference on Radioactive Waste Management and Environmental Remediation. ASMEDC, 2003. http://dx.doi.org/10.1115/icem2003-4846.

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A variety of sites contaminated with legacy low-level radioactive (LLR) waste materials have been identified across Canada. Many of these sites, associated with former radium and uranium refining and processing operations, are located in urbanized areas of southern Ontario. However, other sites have been discovered at more remote locations in Canada, including northern Alberta and the Northwest Territories. The diversity of waste froms, ranging from pitchblende ore and processing wastes, to discarded luminescent products, combined with construction and transportation logistical issues encountered at these sites, present ongoing challenges for the Low-Level Radioactive Waste Management Office (LLRWMO) to overcome in meeting its mandate to resolve these legacy problems. Since its establishment in 1982, the federal government’s LLRWMO has operated programs to characterize and delineate contaminated historic waste sites across Canada. These programs have included undertaking property decontaminations, waste consolidation and interim storage projects at many sites, and participating with federal and provincial government departments and local communities to consider long-term storage and disposal opportunities. This paper compares four specific environmental remediation programs conducted by the LLRWMO within diverse Canadian settings found at Port Hope and Toronto (southern Ontario), Fort McMurray (northern Alberta), and Vancouver (west coast of British Columbia). Contaminant characterization and delineation, and remediation plan design and implementation aspects of these individual programs span the time period from the early 1980s through to 2002. The individual programs dealt with a variety of legacy waste forms that contained natural radioactive materials such as radium-226, total uranium, total thorium and thorium-230, as well as coincidental inorganic contaminants including arsenic, barium, cadmium, cobalt, lead, mercury, vanadium and zinc. Application of the lessons learned during these individual programs, as well as the development of new and innovative technologies to meet the specific needs of these programs, have enabled the LLRWMO to effectively and efficiently implement environmental remediation solutions that address the variety of Canada’s legacy LLR wastes.introduction.
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