Relevant bibliographies by topics / Local transit – Ontario – Toronto

Academic literature on the topic 'Local transit – Ontario – Toronto'

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

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Journal articles on the topic "Local transit – Ontario – Toronto"

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Hicks, Alex, and Anne Hicks. "105 Actually, it is easy being green: Ten years of the Canadian PAediatric Society Annual General Meeting viewed through a sustainability lens." Paediatrics & Child Health 25, Supplement_2 (August 2020): e43-e44. http://dx.doi.org/10.1093/pch/pxaa068.104.

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Abstract Introduction/Background The Canadian Paediatric Society (CPS) recently released the “Global climate change and health of Canadian Children” statement. As climate rapidly evolves from “change” to “crisis” there is an increasing pressure toward sustainable conferencing. Knowing the value of attending meetings, the growing body of literature evaluating travel-related carbon cost and convention sustainability can inform environmental harm minimization. Conferences can pressure venues to increase sustainability by choosing sites and venues wisely and communicating their requirements to rejected venues. They can also offer carbon offset purchase through credible companies (e.g. Gold Standard). Over the last 10 years the CPS has conducted its Annual General Meeting (AGM) at host cities that reflect Canada’s large geographic footprint. Venues included both hotel and standalone conference centers. There is no published evaluation of sustainable practices for CPS meetings. Objectives Evaluate the past 10 CPS Annual General Meetings (AGMs) for: Design/Methods Travel-related carbon cost was estimated with a round-trip calculator for economy seating the most direct available flights (https://co2.myclimate.org/en/offset_further_emissions). Cities of origin for attendee were the 11 CaRMS-matched pediatric residency training programs (https://www.carms.ca/match/psm/program-descriptions/). Venues were evaluated based on current publicly available self-reported information using conference sustainability criteria suggested through a literature review and public rating tools (Green Key, Quality Standards of the International Association of Convention Centres). Ground transportation from the airport was scored /3 by: public transport from airport (1), formal shared transport (1), fee deterrence for parking (1). Venue type was split by hotel-associated (H) and standalone convention centre (CC) meeting facilities. Sustainability of meeting facilities was divided into supports /2 (rentable supports, links to local vendors, catering and personnel) for exhibitors (1) and event planners (1), policies /3 by: sustainability, promotion of a green community (1), and waste management (1), and walkability from accommodation /1. Results The last 10 CPS AGMs were held in western (3; Vancouver 2010, Edmonton 2013, Vancouver 2017), eastern (1; Charlottetown 2016) and central (6; Quebec City 2011, London 2012, Montreal 2014, Toronto 2015, Quebec City 2018, Toronto 2019) provinces; in 2020 it is in Vancouver. Central Canada sites had the lowest air travel carbon cost per attendee. Average air travel-related carbon cost per attendee for different host cities ranged from 0.479 (London) to 0.919 (Vancouver) tonnes, with Ontario and Quebec sites averaging 0.518, Charlottetown 0.654 and Edmonton 0.756 tonnes. Ground transportation scores differed by city from Montreal (3/3 with public transit, formal transportation share and parking fees to dissuade driving) to London (0/3), with more favorable public transit options in larger cities. Venues differed when divided by hotel with meeting facilities (H) vs standalone conference center (CC), with CC outranking H for clearly posted sustainability plans (1.6 vs 1.2/2; 2=venue-specific, 1=company chain policy, 0=no plan), green and sustainable community building plans (1.6 vs 1.2/2; 2=greening local communities, 1=company chain policy, 0=no plan) and green waste management policies (1.2 vs 0/2; 2=venue-specific, 1=company chain policy, 0=no plan). Walkable accommodation was equal and present for all venues, with attached accommodation for all but one CC (Montreal), which had immediately adjacent hotels available. Conclusion As expected, the carbon cost of air transportation per attendee was lower in central provinces. Ground transportation from the airport was better in larger host cities. Standalone conference centres had more sustainable event support and locally focused policies regarding sustainability, environmentally friendly community building initiatives and waste management solutions, three major components of “greening” conferences. Based on the available resources across Canada, we recommend that the CPS considers these sustainability criteria in planning future events.
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Shahla, Farhad, Amer S. Shalaby, Bhagwant N. Persaud, and Alireza Hadayeghi. "Analysis of Transit Safety at Signalized Intersections in Toronto, Ontario, Canada." Transportation Research Record: Journal of the Transportation Research Board 2102, no. 1 (January 2009): 108–14. http://dx.doi.org/10.3141/2102-14.

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Baqi, Mahin, Ken Gamble, Jay S. Keystone, and Kevin C. Kain. "Malaria: Probably Locally Acquired in Toronto, Ontario." Canadian Journal of Infectious Diseases 9, no. 3 (1998): 183–84. http://dx.doi.org/10.1155/1998/150650.

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Although local acquisition of malaria has been reported in the United States, no such cases have been reported in Canada. The authors report a case ofPlasmodium vivaxmalaria in a patient with no travel to a malarious area in the preceding nine years, and postulate local acquisition as the most likely explanation for her infection. The only other plausible alternative explanation of equal biological interest would be that this case represents the latest relapse of vivax malaria ever reported.
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Splettstoesser, John, and Beezie Drake Splettstoesser. "The first transit of the Northwest Passage by Russian icebreaker." Polar Record 29, no. 169 (April 1993): 148. http://dx.doi.org/10.1017/s0032247400023615.

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In a voyage beginning 24 July in Ulsan, South Korea, and ending i n St Petersburg, Russia, on 21 September 1992, the icebreaker Kapitan Khlebnikov successfully completed an unassisted transit of the Northwest Passage, from Bering Strait to the North Atlantic Ocean. The ship was chartered jointly by Polar Schiffahrts-Consulting, Hamburg, Germany; Blyth and Company Travel, Toronto, Ontario, Canada; and D.G. Wells Marine Ltd, Ottawa, Ontario, Canada. It was marketed for tourists, some of whom traveled the entire distance of 14,120 nautical miles [26,150 km]. Khlebnikov was the fifty-third vessel to complete the Northwest Passage since Roald Amundsen first accomplished it in 1906 (Pullen and Swithinbank 1991, and confirmed by the office of Coast Guard Northern, Ottawa, Canada).
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Huang, Stephen Q., Amer Shalaby, and Rajnath Bissessar. "Impacts of Transit Priority on Signal Coordination: Case Study of Toronto, Ontario, Canada." Transportation Research Record: Journal of the Transportation Research Board 2311, no. 1 (January 2012): 29–43. http://dx.doi.org/10.3141/2311-03.

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Soberman, Richard M. "Rethinking Urban Transportation: Lessons from Toronto." Transportation Research Record: Journal of the Transportation Research Board 1606, no. 1 (January 1997): 33–39. http://dx.doi.org/10.3141/1606-05.

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Toronto is widely perceived to have developed efficient solutions to transportation during periods of rapid population growth, attributed largely to significant investment in public transit and effective means of managing growth in an orderly manner. Relative to comparably sized cities elsewhere in North America, the downtown has flourished and urban sprawl appears to have been contained within reasonable limits. Yet, despite a high degree of centralized planning and policies that favor transit over road improvements, on a regionwide basis, both modal split and transit ridership have actually declined, road congestion has reached serious levels in outlying regions, and the central area is losing its dominance as the location of new employment creation. This experience suggests a need to rethink the advisability of continued preoccupation with rail-dominated (subway, light rail transit, and high-technology transit), centrally oriented, capital-intensive transit improvements at the expense of lower-cost (and lower political profile) operational enhancements of surface transit, more effective means of dealing with road congestion, and greater reliance on business principles in the provision of transit service. In particular, there is a need to rethink government policies that favor capital over operational improvements, cost-based subsidy formulae that reward high costs rather than performance, intergovernmental transfers that obfuscate real costs perceived at the local decision-making level, and evaluation procedures that rely on alleged social and environmental advantages wherever reasonable ridership estimates fail to justify the selection of a preconceived preferred technology in assessing the true viability of new projects.
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Nagorsky, Becca, Kaya Sabag, Don Emerson, and Stephen Hewitt. "Moving Beyond Evaluation to Transit Project Prioritization: Lessons from the Toronto, Ontario, Canada, Context." Transportation Research Record: Journal of the Transportation Research Board 2568, no. 1 (January 2016): 64–71. http://dx.doi.org/10.3141/2568-10.

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Halfon, Efraim, and Don Poulton. "Distribution of Chlorobenzenes, Pesticides and PCB Congeners in Lake Ontario Near the Toronto Waterfront." Water Quality Research Journal 27, no. 4 (November 1, 1992): 751–72. http://dx.doi.org/10.2166/wqrj.1992.046.

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Abstract Concentrations of 89 toxic organic pollutants (25 contaminants, including chlorobenzenes and pesticides, and 64 PCB isomers) were measured in Lake Ontario along the Toronto Waterfront area during the spring, summer and fall of 1987. Data indicate that Humber Bay, the inner harbour, and the areas near the Toronto Main Sewage Treatment Plant (STP) are the most polluted. While contaminant levels in some offshore areas are high, average levels for most contaminants are similar to whole-lake levels. Lake Ontario receives large amounts of pollutants from atmospheric sources and the Niagara River. Consequently, the impact of both local and whole-lake sources is felt in the Toronto Waterfront Area. Thus, even if all local sources of pollution were removed, the Toronto Waterfront Area would probably remain affected by other sources, primarily the Niagara River. Concentrations of toxic pollutants would remain approximately the same as far as two kilometers from shore.
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Palm, Matthew, Amer Shalaby, and Steven Farber. "Social Equity and Bus On-Time Performance in Canada’s Largest City." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 11 (August 27, 2020): 329–42. http://dx.doi.org/10.1177/0361198120944923.

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Bus routes provide critical lifelines to disadvantaged travelers in major cities. Bus route performance is also more variable than the performance of other, grade-separated transit modes. Yet the social equity of bus operational performance is largely unexamined outside of limited statutory applications. Equity assessment methods for transit operations are similarly underdeveloped relative to equity analysis methods deployed in transit planning. This study examines the equity of bus on-time performance (OTP) in Toronto, Ontario, the largest city in Canada. Both census proximity and ridership profile approaches to defining equity routes are deployed, modifying United States Department of Transportation (U.S. DOT) Title VI methods to fit a Canadian context. Bus OTP in Toronto is found to be horizontally equitable. It is also found that the U.S. DOT approach of averaging performance between equity and non-equity routes masks the existence of underperforming routes with very significant ridership of color. These routes are overwhelmingly night routes, most of which are only classified as equity routes using a ridership definition. These results suggest that the underperformance of Toronto’s “Blue Night” network of overnight buses is a social equity issue. This OTP data is also applied to a household travel survey to identify disparities in the OTP of bus transit as experienced by different demographic groups throughout the city. It is found that recent immigrants and carless households, both heavily transit dependent populations in the Canadian context, experience lower on-time bus performance than other groups.
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Halfon, Efraim. "Impact on the Fate of Toxic Contaminants in the Toronto Waterfront — Should the Toronto Main Sewage Treatment Plant Outfall Be Moved Farther Offshore?" Water Quality Research Journal 36, no. 1 (February 1, 2001): 21–42. http://dx.doi.org/10.2166/wqrj.2001.002.

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Abstract A fate model, TOXFATE, is coupled with a hydrodynamic model of the waters off the Toronto waterfront, Lake Ontario. The Toronto waterfront is here defined as a rectangular area, 48 km long by 10 km wide, of the lake delimited on the west by Etobicoke Creek and in the east by the Rouge River. Data were collected in 1987 in support of the Toronto Main Sewage Treatment Plant (STP) pilot site study, Municipal and Industrial Study for Abatement (MISA). It provides an excellent baseline database. The object of the fate-modeling study is to assess the change in organics concentration if loadings from the Main STP and other local sources were changed or the outfall location moved farther offshore. Loadings of contaminants from local sources in the Toronto waterfront area are between 0.5% to 25% of contaminants that enter Lake Ontario from other sources. Results show that if sources of local loadings were reduced, changes in water concentrations would be noticeable within 1 to 2 kilometres from shore. Only a small area of the waterfront is affected directly by local sources since waters in the Toronto waterfront area are replaced approximately every 9 days (as computed from the hydrodynamic simulation). Therefore, toxic contaminants that enter from local sources are readily dispersed in the rest of the lake. Simulations also show that the extension of the Toronto Main STP outfall to a new location farther offshore will result in a dilution of toxic contaminants 10 times greater than that obtained at the present STP outfall. A complete set of figures, including an interactive analysis of the computer simulations, is available on the Web site www.butx.com/toronto.
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Dissertations / Theses on the topic "Local transit – Ontario – Toronto"

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Mees, Paul. "Public transport policy and land use in Melbourne and Toronto, 1950 to 1990 /." Connect to thesis, 1997. http://eprints.unimelb.edu.au/archive/00000155.

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English, Jonathan. "The Better Way: Transit Service and Demand in Metropolitan Toronto, 1953-1990." Thesis, 2021. https://doi.org/10.7916/d8-d999-t426.

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This dissertation contends that the decision of the Municipality of Metropolitan Toronto and the Toronto Transit Commission to introduce a grid of frequent, all-day bus service on arterial roads in newly built, low-density suburban neighbourhoods is responsible for Toronto’s unique ability to attract suburbanites to transit. Toronto’s approach is in stark contrast with the that followed in most North American urban regions, where auto-oriented suburban built form is considered to make transit unviable, and therefore transit service outside the urban core is typically very limited. The Ontario government’s establishment of metropolitan government in the Toronto region in 1953, at a time when transit remained a popular mode of transportation, encouraged and empowered suburban politicians to pressure the TTC to expand service to their constituencies. In response, the TTC developed a plan for suburban bus service that succeeded, in terms of ridership and financial performance, far beyond its expectations. This success, in turn, encouraged further service improvements and government support for transit, producing a virtuous spiral of service increases, ridership gains, and government funding increases, which stood in sharp contrast with the vicious spiral of ridership declines, service cuts, and fare hikes that plagued transit systems in most North American cities. This dissertation is the product of archival research in Canada and the United States, as well as a series of interviews with policymakers, planners, and activists who were engaged during the period. The Toronto model offers valuable lessons for transportation planning across North America. It demonstrates that it is possible to achieve high transit mode share, even in areas that are not designed as explicitly transit-oriented communities. This means that it is possible to shift trips away from the automobile without needing to entirely rebuild the suburban neighbourhoods where most North Americans reside, an unachievable goal on the timeline required to avert catastrophic climate change. It also demonstrates that the benefits of large capital investments in rapid transit and rail projects will only be maximized when paired with operating funding to ensure that the new infrastructure is embedded in a broader network of frequent local transit service.
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Newberry, David. "Poverty, politics and participation: radical anti-poverty organizing in a neoliberal Ontario." Thesis, 2008. http://hdl.handle.net/1828/1098.

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In this thesis I explore neoliberalism and resistance to neoliberalism by focusing on the relatively recent rise of radical, local anti-poverty organizations in Canada, particularly on the Ontario Coalition Against Poverty (OCAP) in Toronto. To accomplish this exploration, I present a brief history of neoliberalization in two ways: first in theory, exploring the phenomenon in general, and then in a more specific context, through the study of neoliberalization in Ontario. Special emphasis is given to the ways in which contemporary processes of neoliberalization tend to discourage collective action and movement formation, and encourage the ideological, discursive, and practical depoliticization of issues and communities. In addition, I suggest that Ontario’s neoliberalization has led mainstream left forces to retreat to a more moderate support base in the middle class, leaving poor people and anti-poverty activists with little potential for meaningful participation in political processes. The lack of avenues for participation, I argue, discourages the development the development of a sense of agency for poor people and anti-poverty activists. This agency is framed here as political dignity. After presenting a history OCAP, I conclude by suggesting that radical, local anti-poverty organizations make an important contribution to combating some of the outcomes of neoliberalization presented here. By using a broad range of scholarship (including working-class focused sociology, post-colonial theory, and others), I argue that OCAP’s key contribution to antineoliberal struggles is the way in which the organization encourages political dignity building through engaged, confrontational participation.
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Books on the topic "Local transit – Ontario – Toronto"

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Soberman, Richard M. The track ahead: Organization of the TTC under the new amalgamated City of Toronto. [Toronto: Toronto Transit Commission], 1997.

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Richmond, Jerry. Transportation planning and coordination in the greater Toronto area. [Toronto]: Ontario Legislative Library, Legislative Research Service, 1987.

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Romoff, Harvey M. Railway corridor use in the city of Toronto. [Toronto: City Planning], 2000.

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Commuter Rail/Rapid Transit Conference (1999 Toronto, Ont.). Proceedings of the 1999 Commuter Rail/Rapid Transit Conference, Toronto, Canada, May 22-27, 1999. Washington, D.C: American Public Transit Association, 1999.

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Filey, Mike. The TTC story: The first seventy-five years. Toronto: Dundurn Press, 1996.

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Kelly, Laurence. Absenteeism in the Ontario transit industry: A report prepared for the OUTA Centre for Transit Improvement. Toronto: Ontario Urban Transit Association, 1987.

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Cain, David A. Ontario AVL/C initiative: Small and medium properties recommendations : phase II report. Downsview, ON: Ontario Ministry of Transportation, Transportation Technology and Energy Branch, 1993.

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Cain, David A. Ontario AVL/C iniative: Small and medium properties : generic bid document package. Downsview, ON: Ontario Ministry of Transportation, Transportation Technology and Energy Branch, 1993.

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Stillich, Udo. The liveable Toronto area: Transforming transportation for prosperity and sustainability. Toronto: Environmentalists Plan Transportation, 1993.

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Metropolitan Toronto (Ont.). Planning Dept. Future transportation needs in the Greater Toronto Area: A joint report. [Toronto]: Municipality of Metropolitan Toronto], 1987.

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Book chapters on the topic "Local transit – Ontario – Toronto"

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Goodyear, Sarah. "Smart City Technology and Civic Engagement in Ontario, Canada." In Advances in Library and Information Science, 376–95. IGI Global, 2022. http://dx.doi.org/10.4018/978-1-7998-8363-0.ch020.

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As smart technologies become more integrated with daily life, vital digital literacy skills are necessary for citizens to engage with and benefit from their cities, local government, and economy. Libraries play an important role in mitigating the growing wealth gap in our communities, especially as it relates to opportunities provided by emerging technologies. With the call for smart city proposals in Toronto, Ontario, what role will the city's LAMs have in collaborating with these future developments? The Toronto Public Library (TPL), a trusted public institution, has a stake in implementing various frameworks and collaborating with government agencies in addressing public concerns around technologies that collect personal information for various purposes and ensuring that vulnerable populations are not left behind. Following an examination of the role libraries play in mitigating consequences of the digital divide, this chapter will discuss the various ways in which TPL and similar community libraries have been involved with digital literacy and inclusion. It will also explore how TPL has been identified by government agencies as a vehicle for civic engagement and oversight in the former Sidewalk Toronto smart city plan.
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Conference papers on the topic "Local transit – 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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