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Journal articles on the topic 'Transportation and state – Ontario'

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Author: Grafiati

Published: 10 December 2022

Last updated: 28 January 2023

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1

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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2

Storey, Beverly B., and Sally H. Godfrey. "Highway Noise Barriers: 1994 Survey of Practice." Transportation Research Record: Journal of the Transportation Research Board 1523, no. 1 (January 1996): 107–15. http://dx.doi.org/10.1177/0361198196152300113.

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Highway traffic noise is an ever-increasing problem for transportation agencies. The challenge presented to transportation agencies is to incorporate noise abatement into the highway environment without compromising the aesthetic integrity of the surrounding communities. In an effort to guide highway designers, a survey of practice was sent to all state transportation agencies and their equivalents in Puerto Rico and Ontario, Canada. The portions of the survey regarding noise-barrier materials, aesthetic visual quality in design, and public involvement in the design process are discussed in this paper. The literature review revealed a long-standing effort throughout Europe to incorporate many aesthetic features into noise-barrier systems and to use public preferences to guide design. Many new products that provide aesthetically pleasing noise barriers, in addition to the noise-level reductions required of transportation agencies, are now available. Innovative and versatile methods of using standard materials, such as concrete, have provided a continual supply of barrier designs. A multidisciplinary collaboration (including citizen representatives) in the design process has proved to be an effective method of ensuring that the best design is implemented for both sides of the highway environment. Collectively, transportation agencies, private industry, and institutional research programs should work together to advance the knowledge available in noise research and to further develop the aesthetic visual quality of the highway environment.

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Burns, Diane, Vicky Simanovski, Victoria Karuna Hagens, and Garth Matheson. "Reducing the impact of distance on hematopoietic cell therapy patients." Journal of Clinical Oncology 36, no. 30_suppl (October 20, 2018): 74. http://dx.doi.org/10.1200/jco.2018.36.30_suppl.74.

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74 Background: Hematopoietic Cell Therapy (HCT) patients experience unique travel challenges and high out-of-pocket costs due to the highly specialized care required. We conducted a mixed methods study to understand current patient support programs in Ontario and other jurisdictions and a cost analysis to inform the development of recommendations to reduce the impact of remoteness on HCT patients and caregivers. Methods: Qualitative information on patient transportation and accommodation supports was gathered through informal and structured input from fourteen Ontario Regional Cancer Program Directors, Hematologists, Patient and Family Advisory Council and Aboriginal Navigators. An environmental scan of medical travel assistance programs within Ontario and in other jurisdictions was performed. A scoping literature review was conducted of published studies focused on inequities in receipt of cancer care in countries with Universal Health care. HCT patient travel patterns to each of the transplant facilities in Ontario were obtained from analysis of Cancer Care Ontario data holdings. Results: We concluded that travel assistance for cancer patients in Ontario varies considerably across the province, and that Ontario lags behind other jurisdictions in Canada and internationally. The scoping literature review revealed that patients who live far from specialist centres, for some diseases, have later stage at diagnosis, less timely access to specialist care, poorer outcomes, lower patient experience scores, and make treatment decisions based on distance. From the analysis of travel patterns for HCT patients, provincially 4 – 79% of patients travel for HCT based on their location (see table below). Conclusions: This study highlights the need to better support HCT patients in Ontario. As a result, a proposal to support accommodations for HCT patients was developed and approved by the Ontario government for implementation in 2018/19.[Table: see text]

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Dessouki, Abdelrahim K., and Gerard R. Monforton. "Stability analysis of soil–steel structures." Canadian Journal of Civil Engineering 13, no. 3 (June 1, 1986): 319–26. http://dx.doi.org/10.1139/l86-044.

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A finite element analysis to predict the instability of soil–steel structures is presented. For the steel segment, beam–column elements that accommodate geometric nonlinearity as well as plastic hinge formation are used. Constant and linear strain triangular and quadrilateral elements simulate the soil media in conjunction with spring-type interface elements. A hyperbolic stress–strain relationship models the soil remote from the conduit; an elastoplastic soil model is chosen for regions of high stress gradients above and around the conduit. The formulation is capable of following the initiation and propagation of failure in the soil and its effect on the conduit stability. Analytical failure loads are compared with experimental results and those predicted by the Ontario Highway Bridge Design Code (OHBDC) and the American Association of State Highway and Transportation Officials (AASHTO) specifications.

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Jung, Won Mo, Faizaan Naveed, Baoxin Hu, Jianguo Wang, and Ningyuan Li. "Exploitation of deep learning in the automatic detection of cracks on paved roads." Geomatica 73, no. 2 (June 1, 2019): 29–44. http://dx.doi.org/10.1139/geomat-2019-0008.

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With the advance of deep learning networks, their applications in the assessment of pavement conditions are gaining more attention. A convolutional neural network (CNN) is the most commonly used network in image classification. In terms of pavement assessment, most existing CNNs are designed to only distinguish between cracks and non-cracks. Few networks classify cracks in different levels of severity. Information on the severity of pavement cracks is critical for pavement repair services. In this study, the state-of-the-art CNN used in the detection of pavement cracks was improved to localize the cracks and identify their distress levels based on three categories (low, medium, and high). In addition, a fully convolutional network (FCN) was, for the first time, utilized in the detection of pavement cracks. These designed architectures were validated using the data acquired on four highways in Ontario, Canada, and compared with the ground truth that was provided by the Ministry of Transportation of Ontario (MTO). The results showed that with the improved CNN, the prediction precision on a series of test image patches were 72.9%, 73.9%, and 73.1% for cracks with the severity levels of low, medium, and high, respectively. The precision for the FCN was tested on whole pavement images, resulting in 62.8%, 63.3%, and 66.4%, respectively, for cracks with the severity levels of low, medium, and high. It is worth mentioning that the ground truth contained some uncertainties, which partially contributed to the relatively low precision.

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6

Tsang, S., AM Holt, and E. Azevedo. "An assessment of the barriers to accessing food among food-insecure people in Cobourg, Ontario." Chronic Diseases and Injuries in Canada 31, no. 3 (June 2011): 121–28. http://dx.doi.org/10.24095/hpcdp.31.3.06.

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Introduction Low-income people are most vulnerable to food insecurity; many turn to community and/or charitable food programs to receive free or low-cost food. This needs assessment aims to collect information on the barriers to accessing food programs, the opportunities for improving food access, the barriers to eating fresh vegetables and fruit, and the opportunities to increasing their consumption among food-insecure people in Cobourg, Ontario. Methods We interviewed food program clients using structured individual interviews consisting of mostly opened-ended questions. Results Food program clients identified barriers to using food programs as lack of transportation and the food programs having insufficient quantities of food or inconvenient operating hours. They also stated a lack of available vegetables and fruit at home, and income as barriers to eating more vegetables and fruit, but suggested a local fresh fruit and vegetable bulk-buying program called “Good Food Box” and community gardens as opportunities to help increase their vegetable and fruit intake. Discussion Many of the barriers and opportunities identified can be addressed by working with community partners to help low-income individuals become more food secure.

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Pamidimukkala, Anupya, Fei Dong, Jessica Ip, and Pamela Zeng. "Diving into Debt: A Study on Factors Related to Debt Risk Score in Toronto." STEM Fellowship Journal 2, no. 1 (July 1, 2016): 22–27. http://dx.doi.org/10.17975/sfj-2016-005.

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This study aimed to find the correlations between data found regarding debt risk and the 140 neighbourhoods in Toronto, Ontario. Debt risk was compared with select variables from available data, including education, health, environment, housing, economics, demographics, transportation, recreation, and safety. The purpose of this study was to help civilians and the government identify possible factors that lead to higher debt risk, as well as find solutions to reduce it. The data was retrieved from Open Data Toronto. A simple linear regression model was built to determine the factors that have a seemingly great correlation with debt risk. It was concluded that the percentage of people who receive social assistance, the percentage of people who applied for rent banks, and the number of reported sexual assaults in a neighbourhood had a positive correlation with increased debt risk. The result is that an age-adjusted rate of people who received breast cancer screening had a negative correlation with increased debt risk. Through the results, several solutions could be proposed to reduce debt risk. More education on safety and health can enable citizens to become more responsible and aware of their financial state. Giving other forms of aid that are not monetary may be beneficial in helping people get out of debt and become more financially independent.

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Stolle, Dieter, Peijun Guo, and Ying Liu. "Resilient modulus properties of granular highway materials." Canadian Journal of Civil Engineering 36, no. 4 (April 2009): 639–54. http://dx.doi.org/10.1139/l08-141.

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An essential component of the new Guide for mechanistic–empirical design of new and rehabilitated pavement structures for the design of flexible pavement structures is the use of resilient modulus for base / subbase materials and subgrade soils. This study reports on resilient modulus (Mr) test results for unbound pavement materials that were obtained according to the American Association of State Highway and Transportation Officials (AASHTO) standard T307–99. Laboratory tests were performed on 36 representative aggregates from across Ontario and empirical relations between Mr and the bulk stress were investigated, as well as the sensitivity of Mr to moulding water content and gradation. This paper proposes to replace the nonlinear relation between resilient modulus and bulk stress with a linear relation between the two, taking into account the uncertainties that include the effect of varying water content through stochastic analysis. The effects of deviatoric stress on resilient modulus were found to be negligible for the granular aggregates that were tested. The use of a linear relation was computationally more efficient than the use of a nonlinear law; however, differences in strain predictions were observed. The findings from the finite element simulations were consistent to other studies that compared solutions using various constitutive models.

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Wang, S. S., and H. P. Hong. "Partial safety factors for designing and assessing flexible pavement performance." Canadian Journal of Civil Engineering 31, no. 3 (June 1, 2004): 397–406. http://dx.doi.org/10.1139/l03-109.

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In designing and assessing pavement performance, the uncertainty in material properties and geometrical variables of pavement and in traffic and environmental actions should be considered. A single factor is employed to deal with these uncertainties in the current American Association of State Highway and Transportation Officials (AASHTO) guide for design of pavements. However, use of this single factor may not ensure reliability-consistent pavement design and assessment because different random variables that may have different degrees of uncertainty affect the safety and performance of pavement differently. Similar problems associated with structural design have been recognized by code writers and dealt with using partial safety factors or load resistance factors. The present study is focused on evaluating a set of partial safety factors to be used in conjunction with the flexible pavement deterioration model in the Ontario pavement analysis of cost and the model in the AASHTO guide for evaluating the flexible pavement performance or serviceability. Evaluation and probabilistic analyses are carried out using the first-order reliability method and simple simulation technique. The results of the analysis were used to suggest factors that could be used, in a partial safety factor format, for designing or assessing flexible pavement conditions to achieve a specified target safety level.Key words: deterioration, reliability, pavement, serviceability, stochastic process, performance, partial safety factor.

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Golroo, Amir, and Susan L. Tighe. "Fuzzy set approach to condition assessments of novel sustainable pavements in the Canadian climate." Canadian Journal of Civil Engineering 36, no. 5 (May 2009): 754–64. http://dx.doi.org/10.1139/l09-025.

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Since the use of pervious concrete pavement structures (PCPSs) is essentially still in the trial stage in Canada, long-term and quantitative pavement condition data are not available. The existing approaches applied to assess pervious concrete pavement structure (PCPS) conditions are ad hoc and suffer from methodological limitations. A fuzzy set technique is proposed herein as an efficient tool for dealing with qualitative and incomplete pavement condition data on distress types, severities, densities, and weighting factors. Using this method, a comprehensive fuzzy condition index was developed based on Ministry of Transportation of Ontario (MTO) methodology and using fuzzy pavement condition data. This fuzzy condition index was converted to a single value that allowed for comparisons of pavement conditions using several ranking techniques. A case study of 24 PCPS sites was utilized to demonstrate how the fuzzy representations of the condition index compared with associated single values. It is shown that this approach can effectively provide extensive condition indices for PCPSs and rank them accordingly, using only limited and imprecise pavement condition data.

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Soukhov, Anastasia, Antonio Páez, Christopher D. Higgins, and Moataz Mohamed. "Introducing spatial availability, a singly-constrained measure of competitive accessibility." PLOS ONE 18, no. 1 (January 20, 2023): e0278468. http://dx.doi.org/10.1371/journal.pone.0278468.

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Accessibility indicators are widely used in transportation, urban and healthcare planning, among many other applications. These measures are weighted sums of reachable opportunities from a given origin, conditional on the cost of movement, and are estimates of the potential for spatial interaction. Over time, various proposals have been forwarded to improve their interpretability: one of those methodological additions have been the introduction of competition. In this paper we focus on competition, but first demonstrate how a widely used measure of accessibility with congestion fails to properly match the opportunity-seeking population. We then propose an alternative formulation of accessibility with competition, a measure we call spatial availability. This measure relies on proportional allocation balancing factors (friction of distance and population competition) that are equivalent to imposing a single constraint on conventional gravity-based accessibility. In other words, the proportional allocation of opportunities results in a spatially available opportunities value which is assigned to each origin that, when all origin values are summed, equals the total number of opportunities in the region. We also demonstrate how Two-Stage Floating Catchment Area (2SFCA) methods are equivalent to spatial availability and can be reconceptualized as singly-constrained accessibility. To illustrate the application of spatial availability and compare it to other relevant measures, we use data from the 2016 Transportation Tomorrow Survey of the Greater Golden Horseshoe area in southern Ontario, Canada. Spatial availability is an important contribution since it clarifies the interpretation of accessibility with competition and paves the way for future applications in equity analysis (e.g., spatial mismatch, opportunity benchmarking, policy intervention scenario analysis).

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Hasnine, M. Sami, Adam Weiss, and Khandker Nurul Habib. "Stated Preference Survey Pivoted on Revealed Preference Survey for Evaluating Employer-Based Travel Demand Management Strategies." Transportation Research Record: Journal of the Transportation Research Board 2651, no. 1 (January 2017): 108–17. http://dx.doi.org/10.3141/2651-12.

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This paper presents a study of commuters’ responses to various employer-based transportation demand management (TDM) strategies that was conducted in the Region of Peel, Ontario, Canada. The study involves design and implementation of a web-based survey of daily commuting mode choices and an efficient design-based stated preference (SP) experiment on the mode choice effects of potential employer-based TDM strategies. For the SP experiments, the survey also collected an elicited confidence rating from the respondents. The survey of 835 random commuters was conducted in fall 2014 and spring 2015. The paper uses empirical models of mode choices (revealed and stated) and an ordered probability model of the elicited confidence rating information to evaluate the data quality. The empirical models reveal that parking cost, monthly parking scheme, indoor parking facilities, emergency ride home, and bike share had higher impacts on commuting mode choices than did bike access facilities and a carshare strategy at the workplace. In relation to respondents’ confidence on SP responses, commuters with a higher number of cars in the household and with longer commuting distances seemed more certain and confident in their responses than did others. In addition, females were found to be more confident when answering SP choice questions.

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Browne, Roger, Simon Foo, Shawn Huynh, Baher Abdulhai, and Fred Hall. "Comparison and Analysis Tool for Automatic Incident Detection." Transportation Research Record: Journal of the Transportation Research Board 1925, no. 1 (January 2005): 58–65. http://dx.doi.org/10.1177/0361198105192500107.

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A new test bed for automatic incident detection (AID) systems uses real-time traffic video and data feeds from the Ontario, Canada, Ministry of Transportation COMPASS advanced traffic management system. This new test bed, called the AID comparison and analysis tool (AID CAAT), consists largely of a data warehouse storing a significant amount of traffic video, the corresponding traffic data, and an accurate log of incident start and end times. Also presented is a proof-of-concept field evaluation whereby the AID CAAT is used to calibrate and then analyze the performance of three AID algorithms: California Algorithm 8, the McMaster algorithm, and the genetic adaptive incident detection algorithm. In the calibration and testing process, nuisance rate and false normal rate are introduced as two new performance measures to supplement the three traditional measures (detection rate, false alarm rate, and mean time to detection). Further, the pilot evaluation shows the considerable advantages of AID CAAT in its ability to investigate the impact of freeway geometry, traffic flow rate, and traffic sensor spacing on the performance of the three AID algorithms. This work represents the first stage in a series of further tests to develop a set of AID algorithm deployment guidelines.

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14

Ebeido, Tarek, and John B. Kennedy. "Girder moments in simply supported skew composite bridges." Canadian Journal of Civil Engineering 23, no. 4 (August 1, 1996): 904–16. http://dx.doi.org/10.1139/l96-897.

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The evaluation of girder moments in composite bridges becomes more urgent with the trend to increasing truck loads. The method specified by the American Association of State Highway and Transportation Officials for such an evaluation depends only on the centre-to-centre girder spacing. This method does not account for skew and therefore is extremely conservative for skew composite bridges, since the presence of skew reduces the longitudinal moments in the girders. The method proposed by the Ontario Highway Bridge Design Code (OHBDC) depends on the longitudinal and transverse rigidities of the bridge in addition to the girder spacing. However, this method is limited to bridges with skew parameters less than a certain value specified in the code. In this paper, the influence of skew on the moment distribution factor is investigated. Furthermore, the influences of other factors such as girder spacing, bridge aspect ratio, number of lanes, number of girders, and intermediate transverse diaphragms on the moment distribution factor are examined. An experimental program was conducted on six simply supported skew composite steel–concrete bridge models. The finite element method was used for the theoretical analysis. Good agreement is shown between the experimental results and the theoretical results. In addition, the finite element method was employed to conduct an extensive parametric study on more than 300 prototype composite bridge cases. The data generated from the parametric study were used to deduce expressions for the moment distribution factor for OHBDC truck loading and for dead load. An illustrative example is presented. Key words: bridges, codes of practice, composite, distribution, moment, reinforced concrete, skew, structural engineering, tests.

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Ebeido, Tarek, and John B. Kennedy. "Shear distribution in simply supported skew composite bridges." Canadian Journal of Civil Engineering 22, no. 6 (December 1, 1995): 1143–54. http://dx.doi.org/10.1139/l95-132.

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Composite steel–concrete bridges remain one of the most common types built. Proper design of new bridges and evaluation of existing bridges requires accurate prediction of their structural response to truck loads. The American Association of State Highway and Transportation Officials has traditionally applied a load distribution factor for both moment and shear. The Ontario Highway Bridge Design Code (OHBDC) considers several parameters in establishing load distribution factors for moment. However, the method is limited to bridges with skew parameters less than a certain value specified in the code. The presence of skew reduces the longitudinal moments in the girders. However, it also causes high concentration of shear in the girder closest to the obtuse corner and reduces shear concentration in the girder closest to the acute corner as well as in the interior girders. Therefore, shear should be considered in the design of such bridges. In this paper, the influence of skew on the shear distribution factor is investigated. The influences of other factors such as girder spacing, bridge aspect ratio, number of lanes, number of girders, end diaphragms, and intermediate cross-beams are presented. An experimental program was conducted on six simply supported skew composite steel–concrete bridge models. Results from a finite element analysis showed excellent agreement with the experimental results. An extensive parametric study was conducted on prototype composite bridges subjected to OHBDC truck loading. The parametric study included more than 400 cases. The data generated were used to develop empirical formulas for shear distribution factors for OHBDC truck loading and also for dead load. An illustrative example is presented. Key words: bridges, codes of practice, composite, distribution, reaction, reinforced concrete, shear, skew, structural engineering, tests.

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Zanenga, C. A., C. M. Martins, N. C. Rodovalho, F. Aidar, J. F. Hasler, I. C. C. Santos, and R. Valentim. "153 EFFECT OF DIFFERENT HOLDING AND TRANSPORT MEDIA ON CONCEPTION RATES FOLLOWING TRANSFER OF IN VIVO AND IN VITRO FERTILIZATION-DERIVED BOVINE EMBRYOS." Reproduction, Fertility and Development 23, no. 1 (2011): 180. http://dx.doi.org/10.1071/rdv23n1ab153.

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Two experiments were conducted to compare conception rates following embryo transfer (ET) of bovine embryos held and transported in Syngro® holding medium (Bioniche, Belleville, Ontario, Canada) with other 2 holding media: Emcare® (ICPbio, Auckland, New Zealand) for in vivo-derived embryos and HEPES-buffered synthetic oviduct fluid (H-SOF) for IVF-derived embryos. The first trial was performed in the period from October through December 2006 at the Curitiba farm in Poços de Caldas, Minas Gerais, Brazil. A total of 140 in vivo-derived embryos were produced from 20 Nelore donor cows and transferred fresh at the same farm. After each donor recovery, embryos were equally separated per stage (morula or blastocyst) and classification (grades 1, 2, and 3) into 2 Petri dishes, each containing either Syngro or Emcare. The embryos were held for an average of 3 h after recovery, loaded into 0.25-mL straws, and transferred fresh into recipients heifers, which were all previously synchronized with the same hormonal protocol treatment and presented a corpus luteum on the day of transference. Conception rate was checked at approximately 60 days of conception by rectal palpation. The chi-square test was used for statistical analysis. The conception rate of embryos maintained in Syngro was significantly higher than those in Emcare: 64.2% (43/67) v. 47.9% (35/73; P < 0.05). A second experiment was performed between September and December 2008 at Embriza Biotechnology Laboratory, Campo Grande, Mato Grosso do Sul, Brazil. A total of 1689 IVF-derived embryos (stage = 7, quality = 1), produced from Nelore donor cows, were randomly assigned to be held and transported in either Syngro (769) or H-SOF transport medium (920). Transportation time ranged from 1 to 9 h, and the recipient farms ranged from 100 to 1200 km in distance from the Embriza Laboratory. Crossbred recipient heifers (Bos taurus × Bos indicus) were synchronized with prostaglandin or vaginal progesterone device protocols. Pregnancy diagnosis was performed by ultrasonography approximately 60 days after ET. Statistical comparisons were performed using the chi-square test. Conception rates resulting from embryos transported in Syngro (45.1%, 347/769) and in H-SOF (42.0%, 386/920) were not different (P = 0.19). Financial support from Embriza Biotecnology, Tecnopec LTDA, and Bioniche Animal Health

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Agarwal, Akhilesh Chandra. "Permit vehicle control in Ontario." Canadian Journal of Civil Engineering 15, no. 5 (October 1, 1988): 859–68. http://dx.doi.org/10.1139/l88-111.

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Issuing special permits for transportation of large indivisible loads or heavy construction equipment in Ontario is based on the strength of the highway bridges and pavements. The volume of such permit applications has increased many fold over the last 10 years requiring significantly increased effort for their evaluation.The Ontario bridge formula provides a direct relationship between the bridge strength and the regulatory weight limits. Using this relationship, simplified guidelines have been developed to allow speedy evaluation of permit applications without requiring a detailed evaluation of the bridges and pavements enroute. The two-vehicle concept for transporting very long prefabricated components, developed through an in-depth analysis of bridge structures, is included in the guidelines. Over the number of years, the industry has taken full advantage of these guidelines in improving their equipment, making movement of large components a routine matter. This paper summarizes the technical background of these guidelines. Use of the guidelines is illustrated with examples. Key words: transportation, highway bridges, pavements, weight regulations, special permit, truck weights, heavy loads.

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Hendren, Patricia G., and Debbie A. Niemeier. "State Transportation Expenditure Reporting." Public Works Management & Policy 5, no. 3 (January 2001): 179–97. http://dx.doi.org/10.1177/1087724x0153001.

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19

Otis, Gard W., M. Alex Smith, and Jonathan Spero. "Lyside sulphur (Lepidoptera: Pieridae): origin and possible modes of transport of an Ontario, Canada specimen." Canadian Entomologist 146, no. 6 (August 7, 2014): 671–75. http://dx.doi.org/10.4039/tce.2014.18.

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AbstractA dead lyside sulphur (Kricogonia lyside (Godart, 1819): Lepidoptera: Pieridae) was found in Guelph, Ontario, Canada, on 4 April 2011. DNA barcode analysis indicates it likely originated in Texas, United States of America or northern Mexico. The occurrence of this specimen coincided with a very strong weather system extending from southern Texas into eastern Canada on 3–4 April 2011. All possible means of it reaching Ontario are unlikely: natural dispersal, natural transportation on the jet stream, transportation on a vehicle, importation of a pupa on produce, and direct human transport. Unfortunately, there was no way to differentiate between these possibilities.

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Herbstritt, Robert L., and Anne D. Marble. "Current State of Biodiversity Impact Analysis in State Transportation Agencies." Transportation Research Record: Journal of the Transportation Research Board 1559, no. 1 (January 1996): 51–63. http://dx.doi.org/10.1177/0361198196155900108.

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Because transportation projects have the potential to affect local and regional biodiversity, it is likely that the evaluation of impacts on biodiversity will become an increasingly important issue in the planning process. Transportation Research Board's Task Force on Natural Resources conducted a survey of state transportation agencies in early 1995. Its intention was to determine the current state of biodiversity analysis in the transportation community, the extent to which biodiversity is becoming an emerging issue for state departments of transportation, and how the issue is being managed.

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Goetz, Andrew R., Joseph S. Szyliowicz, Timothy M. Vowles, and G. Stephen Taylor. "Assessing intermodal transportation planning at state departments of transportation." World Review of Intermodal Transportation Research 1, no. 2 (2007): 119. http://dx.doi.org/10.1504/writr.2007.013947.

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Hutchinson, B. G., and J. J. L. Mallett. "Line haul transport cost and pavement damage characteristics of some Ontario trucks." Canadian Journal of Civil Engineering 17, no. 1 (February 1, 1990): 28–35. http://dx.doi.org/10.1139/l90-005.

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The factors contributing to the line haul transportation costs of very large trucks operating on the Ontario highway system are calculated from fundamental tractive resistance equations and tractive effort characteristics for two "weigh-out" commodity types and representative haul routes. These calculated costs are compared with some observed costs and earlier analyses to check the validity of the models. The theoretical models are then used to assess the impact on operating costs of a variety of truck parameters which include truck type and tire pressures. The pavement damage created by the different truck types are estimated and the damage costs compared with the savings in line haul transportation costs. It is concluded that the pavement damage impacts of different truck types should be carefully compared with potential line haul transportation cost savings to ensure that allowable truck configurations are economically efficient with respect to both public and private costs. Key words: highway engineering, pavement damage, pavement cost, truck operating cost, vehicle weights.

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Aitken, Gail, Richard Barnhorst, and Laura C. Johnson. "The State of the Child in Ontario." Canadian Public Policy / Analyse de Politiques 19, no. 1 (March 1993): 95. http://dx.doi.org/10.2307/3551794.

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Courchene, Thomas J. "Ontario as a North American region state." Regional & Federal Studies 9, no. 3 (September 1999): 3–37. http://dx.doi.org/10.1080/13597569908421096.

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Cuda, P., I. Dincer, and G. F. Naterer. "Hydrogen utilization in various transportation modes with emissions comparisons for Ontario, Canada." International Journal of Hydrogen Energy 37, no. 1 (January 2012): 634–43. http://dx.doi.org/10.1016/j.ijhydene.2011.09.076.

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BEHAN, KEVIN, HANNA MAOH, and PAVLOS KANAROGLOU. "Smart growth strategies, transportation and urban sprawl: simulated futures for Hamilton, Ontario." Canadian Geographer / Le Géographe canadien 52, no. 3 (September 2008): 291–308. http://dx.doi.org/10.1111/j.1541-0064.2008.00214.x.

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Yang, Jun, Shirley Ddamba, Riyad UL-Islam, Md Safiuddin, and Susan L. Tighe. "Investigation on use of recycled asphalt shingles in Ontario hot mix asphalt: a Canadian case study." Canadian Journal of Civil Engineering 41, no. 2 (February 2014): 136–43. http://dx.doi.org/10.1139/cjce-2013-0022.

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The usage of recycled asphalt shingles (RAS) in hot mix asphalt (HMA) pavements provides many benefits as long as they are properly engineered into the various HMA mixes. Contractors, consultants, and Departments of Transportation have evaluated the performance of these various materials, although they are still only used in a limited number of areas. Alternatively, recycled asphalt pavement (RAP) is recognized as a high value recycled material and is actually the most recycled material in North America. In Ontario, RAP is successfully used in most HMA. Related studies on HMA containing RAS and RAP are limited in Canada although recently studies and field trials on effectively using RAS in HMA in Ontario have been completed by the Centre of Pavement and Transportation Technology (CPATT) at University of Waterloo in partnership with Miller Paving Ltd and the Ontario Centre of Excellence. This paper presents key findings from a comprehensive laboratory investigation and analysis of six asphalt mixes with RAS and RAP in Ontario through dynamic modulus, resilient modulus, thermal stress restrained specimen, and flexural fatigue testing. Using RAS alone or combining with RAP makes the asphalt stiffer at high and low temperatures respectively. Lowering the low temperature performance grade of the asphalt binder by 6 °C and incorporating 3% RAS or less with RAP in HMA mix design can result in meeting the appropriate specification. While field testing of RAS pavements demonstrated that surface friction properties are in good condition in various environmental and loading conditions, the laboratory test results and field performances indicate that RAS can be a useful additive to asphalt mixes in Ontario hot mix pavement through reasonable mix design.

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Wentzel, Sigrid Irene. "State of Uncertainty." Transfers 10, no. 2-3 (December 1, 2020): 175–94. http://dx.doi.org/10.3167/trans.2020.10020313.

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Abstract In July 2019, the village of Nizhniy Bestyakh in the Republic of Sakha (Yakutiya), the Russian Far East, was finally able to celebrate the opening of an eagerly awaited railroad passenger connection. Through analysis of rich ethnographic data, this article explores the “state of uncertainty” caused by repeated delays in construction of the railroad prior to this and focuses on the effect of these delays on students of a local transportation college. This college prepares young people for railroad jobs and careers, promising a steady income and a place in the Republic's wider modernization project. The research also reveals how the state of uncertainty led to unforeseen consequences, such as the seeding of doubt among students about their desire to be a part of the Republic's industrialization drive.

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Wentzel, Sigrid Irene. "State of Uncertainty." Transfers 10, no. 2-3 (December 1, 2020): 175–94. http://dx.doi.org/10.3167/trans.2020.1002313.

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Abstract In July 2019, the village of Nizhniy Bestyakh in the Republic of Sakha (Yakutiya), the Russian Far East, was finally able to celebrate the opening of an eagerly awaited railroad passenger connection. Through analysis of rich ethnographic data, this article explores the “state of uncertainty” caused by repeated delays in construction of the railroad prior to this and focuses on the effect of these delays on students of a local transportation college. This college prepares young people for railroad jobs and careers, promising a steady income and a place in the Republic's wider modernization project. The research also reveals how the state of uncertainty led to unforeseen consequences, such as the seeding of doubt among students about their desire to be a part of the Republic's industrialization drive.

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30

Schank, Joshua, and Paul Lewis. "Federal Role in State Transportation Finance." Transportation Research Record: Journal of the Transportation Research Board 2345, no. 1 (January 2013): 9–16. http://dx.doi.org/10.3141/2345-02.

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The federal contribution to surface transportation funding has stagnated, and this situation is likely to continue or worsen as a result of continuing fiscal and political problems. The federal government remains the biggest single contributor to transportation capital investment on federal-aid projects, and stagnation or cuts will have a substantial impact on cities, states, and the entire country. Because of their own challenges with respect to raising revenue for transportation, federal grantees may not be able to replace lost federal funds. Therefore, new ways for the federal government to incentivize existing grantees to develop new sources of revenue must be considered. This issue was approached by first analyzing the existing programs the federal government had in place that were intended to leverage or permit additional revenue sources. These programs included the Transportation Investment Finance and Innovation Act (TIFIA), private activity bonds, grant anticipation revenue vehicles, tolling pilot programs, and discretionary grant programs. The analysis demonstrated that some of these programs, particularly TIFIA and the discretionary grant programs, leveraged substantial revenues, but they were all limited in their ability to leverage additional funding by a lack of incentives as well as regulatory barriers. Then implementation of these incentives and what types of revenue should be incentivized were explored. Options were examined from a political, national, and revenue-generating perspective to understand their relative trade-offs better.

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Pulipati, Sasanka Bhushan, Stephen P. Mattingly, and Colleen Casey. "Evaluating state level transportation revenue alternatives." Case Studies on Transport Policy 5, no. 3 (September 2017): 467–82. http://dx.doi.org/10.1016/j.cstp.2017.06.002.

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32

Miller, John S. "Evaluating State Multimodal Transportation Policy Responses." Journal of Urban Planning and Development 138, no. 2 (June 2012): 121–32. http://dx.doi.org/10.1061/(asce)up.1943-5444.0000106.

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33

Dunston, Phillip S., John A. Gambatese, and James F. McManus. "Assessing State Transportation Agency Constructability Implementation." Journal of Construction Engineering and Management 131, no. 5 (May 2005): 569–78. http://dx.doi.org/10.1061/(asce)0733-9364(2005)131:5(569).

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34

Runyan, Timothy J. "Book Review: The Shore is a Bridge: The Maritime Cultural Landscape of Lake Ontario." International Journal of Maritime History 31, no. 3 (August 2019): 656–58. http://dx.doi.org/10.1177/0843871419860719e.

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35

Givens, Stuart R. "Book Review: The Welland Ship Canal: Between Lake Ontario and Lake Erie, 1913–1932." International Journal of Maritime History 2, no. 2 (December 1990): 298–99. http://dx.doi.org/10.1177/084387149000200232.

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36

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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Pianca, F., H. Schell, and G. Cautillo. "The performance of epoxy coated reinforcement: experience of the Ontario ministry of transportation." International Journal of Materials and Product Technology 23, no. 3/4 (2005): 286. http://dx.doi.org/10.1504/ijmpt.2005.007732.

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38

Doughty, Howard A. "From Critical Practice to Response." International Journal of Adult Education and Technology 12, no. 4 (October 2021): 12–36. http://dx.doi.org/10.4018/ijaet.2021100102.

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On October 16, 2017, over 12,000 faculty, librarians, and counsellors in 24 independent postsecondary colleges in Ontario, Canada went on strike for the fourth time since they organized in 1971 as members of the Civil Service Association of Ontario and won their first collective agreement the next year. Begun as an apolitical, self-consciously quasi-colonial, and decidedly elitist “professional” body in 1911, the CSAO has transformed itself in name and in nature into an increasingly class-conscious and intermittently militant Ontario Public Service Employees Union with current membership of approximately 180,000 including: clerical staff; community and social service workers; corrections officers; healthcare, transportation, and natural resource workers; as well as college academic and support staff employees. Relations with their employers have become increasingly adversarial and rarely greater than in the college sector. This paper explores this strike.

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Malcomson, Tom. "Muster Table for the Royal Navy's Establishment on Lake Ontario during the War of 1812." Northern Mariner / Le marin du nord 9, no. 2 (April 1, 1999): 41–67. http://dx.doi.org/10.25071/2561-5467.639.

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40

Kim, Amy A., Hessam Sadatsafavi, Stuart D. Anderson, and Peter Bishop. "Preparing for the Future of Transportation Construction: Strategies for State Transportation Agencies." Journal of Management in Engineering 33, no. 3 (May 2017): 04016045. http://dx.doi.org/10.1061/(asce)me.1943-5479.0000494.

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41

Karner, Alex, Jonathan London, Dana Rowangould, and Kevin Manaugh. "From Transportation Equity to Transportation Justice: Within, Through, and Beyond the State." Journal of Planning Literature 35, no. 4 (May 29, 2020): 440–59. http://dx.doi.org/10.1177/0885412220927691.

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Transportation policies, plans, and projects all flow through state institutions because of the substantial cost of infrastructure and the need to assess transportation system performance, including equity implications. But environmental justice scholarship interrogates the state’s role in perpetuating injustice. Most research and planning practice related to transportation equity has relied upon state-sponsored analytical methods. Transportation planners and scholars can benefit from critical assessments of these approaches. We propose a shift in focus from transportation equity to a broader consideration of transportation justice that is more closely aligned with models of social change promulgated in the environmental justice literature and by related movements.

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42

Dill, Jennifer, Oliver Smith, and Deborah Howe. "Promotion of active transportation among state departments of transportation in the U.S." Journal of Transport & Health 5 (June 2017): 163–71. http://dx.doi.org/10.1016/j.jth.2016.10.003.

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43

Casello, Jeffrey M., Will Towns, Julie Bélanger, and Sanathan Kassiedass. "Public Engagement in Public Transportation Projects." Transportation Research Record: Journal of the Transportation Research Board 2537, no. 1 (January 2015): 88–95. http://dx.doi.org/10.3141/2537-10.

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Public participation for transit projects faces a number of unique challenges compared with many other similar public investments. For example, a smaller subset of the community uses transit on a daily basis as compared with highways; moreover, public transit is seen to be limited—both spatially and demographically—in its appeal. Combined, these factors can limit the widespread engagement of the public in the development and evaluation of transit projects. Further, given the lack of direct benefits from transit, it is often more difficult to garner public support for public transport projects. Specific considerations and techniques are demonstrated that can be undertaken by planners and policy makers to actively engage the community beyond those strongly in favor of or opposed to a transit project. Strategies employed in the Region of Waterloo, Ontario, Canada, in the context of public engagement before the introduction of light-rail transit are explored. In light of these strategies and the experiences of planners in Waterloo and in conjunction with evidence from the literature, a number of conclusions are drawn regarding an effective framework for engaging a wide spectrum of community members in transit planning.

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44

Filion, Pierre. "The State of Research on Regional Themes in Ontario." Regions Magazine 304, no. 1 (September 2016): 29. http://dx.doi.org/10.1080/13673882.2016.11868985.

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45

Marcil, Eileen. "John Goudie: A Scottish Master Shipbuilder in Canada in the Early Nineteenth Century." Northern Mariner / Le marin du nord 29, no. 3 (February 1, 2020): 255–68. http://dx.doi.org/10.25071/2561-5467.216.

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Né en Écosse en 1775, John Goudie a été constructeur de navires éminent à Québec depuis 1800 jusqu’à sa mort en 1824. S’appuyant en grande mesure sur des documents d’archives tels les nombreux contrats qui le mettaient en cause ainsi que sur des documents familiaux, le présent article biographique décrit la vie d’un entrepreneur en transport maritime prospère alors qu’il bénéficiait des nouvelles possibilités liées au transport maritime de son époque. Cet article a d’abord été présenté au congrès de la Société canadienne pour la recherche nautique à Kingston, en Ontario, en 1984.

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46

Leahy, Rita B., and Robert N. Briggs. "Washington State Department of Transportation Superpave Implementation." Transportation Research Record: Journal of the Transportation Research Board 1761, no. 1 (January 2001): 32–40. http://dx.doi.org/10.3141/1761-05.

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47

Venner, Marie. "Measuring Environmental Performance at State Transportation Agencies." Transportation Research Record: Journal of the Transportation Research Board 1859, no. 1 (January 2003): 9–18. http://dx.doi.org/10.3141/1859-02.

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Measuring environmental performance presents a new set of challenges for state transportation agencies, many of which have been using measures for years to track transportation-related characteristics of the system. Challenges associated with environmental performance measures and the roles of performance measurement in the environmental area were reviewed, highlighting the key role of stakeholder satisfaction. Some of the attempts to measure environmental performance at state transportation agencies around the country, the different areas of focus, and actual environmental performance measures in use were examined.

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Hood, Jacqueline N., Tony Alarid, and David Albright. "Staffing Plan Survey of State Transportation Agencies." Transportation Research Record: Journal of the Transportation Research Board 1729, no. 1 (January 2000): 12–20. http://dx.doi.org/10.3141/1729-02.

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A survey of state transportation agencies in the United States was conducted to identify staffing plan practices and concerns. A staffing plan involves recruiting, training, and retaining employees with skills to do the work needed for the organization to attain its objectives efficiently. Staffing plan areas studied in the survey included general information about the state transportation agency, such as the strategic plan and staffing plans, recruitment, right-sized workforce (determining the right number of employees to perform a job), flexible workforce (the ability to change the work performed and the work location), retention (keeping valuable employees), and succession planning (ensuring a qualified pool of employees for key positions). All 50 states participated in the survey. Responses indicated that most state transportation agencies have at least one primary area in human resource management that they consider innovative and that there is a broad-based interest among the states to cooperate in exploring new and better methods. The highest staffing plan priorities among state transportation agencies are employee recruitment, performance measures, and employee retention. State staffing plan priorities, current innovation in these areas, and strong interest in cooperating with other states provide a basis for broad-based improvement in staffing plans among the states and across the nation.

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Poister, Theodore H., and David M. Van Slyke. "Strategic Management Innovations in State Transportation Departments." Public Performance & Management Review 26, no. 1 (September 2002): 58. http://dx.doi.org/10.2307/3381298.

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Poister, Theodore H., and David M. Van Slyke. "Strategic Management Innovations in State Transportation Departments." Public Performance & Management Review 26, no. 1 (September 2002): 58–74. http://dx.doi.org/10.1080/15309576.2002.11643687.

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