Relevant bibliographies by topics / Transportation – Ontario – Toronto

Academic literature on the topic 'Transportation – Ontario – Toronto'

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

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Journal articles on the topic "Transportation – Ontario – Toronto"

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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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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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Zeuli, Kimberly, Austin Nijhuis, Ronald Macfarlane, and Taryn Ridsdale. "The Impact of Climate Change on the Food System in Toronto." International Journal of Environmental Research and Public Health 15, no. 11 (October 24, 2018): 2344. http://dx.doi.org/10.3390/ijerph15112344.

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As part of its Climate Change and Health Strategy, in 2017, Toronto Public Health engaged stakeholders from across the food system to complete a high-level vulnerability assessment of the impact of climate change on the food system in Toronto. Using the Ontario Climate Change and Health Vulnerability and Adaptation Assessment Guidelines, the City of Toronto’s High-Level Risk Assessment Tool, and a strategic framework developed by the Initiative for a Competitive Inner City, Toronto Public Health identified the most significant extreme weather event risks to food processing, distribution and access in Toronto. Risks associated with three extreme weather events that are the most likely to occur in Toronto due to climate change were analyzed: significant rain and flooding, an extended heat wave, and a major winter ice storm. The analysis finds that while extreme weather events could potentially disrupt Toronto’s food supply, the current risk of an extended, widespread food supply disruption is relatively low. However, the findings highlight that a concerted effort across the food system, including electrical and fuel providers, is needed to address other key vulnerabilities that could impact food access, especially for vulnerable populations. Interruptions to electricity will have food access and food safety impacts, while interruptions to the transportation network and fuel will have food distribution and access impacts. Actions to mitigate these risks could include addressing food access vulnerabilities through ongoing city-wide strategies and integrating food access into the City’s emergency response planning. The next steps will include engaging with multiple partners across the city to understand and strengthen the “last mile” of food distribution and develop community food resilience action plans for vulnerable neighbourhoods.
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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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Miquelon, Dale. "A tribute to James "Jim" Stewart Pritchard, 1939-2015." Northern Mariner / Le marin du nord 25, no. 1 (January 31, 2015): 1–6. http://dx.doi.org/10.25071/2561-5467.490.

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Jim Pritchard, (BA, Carleton University; MA, University of Western Ontario; PhD, University of Toronto) was president of the Canadian Nautical Research Society/Société canadienne pour la recherche nautique from 2002 to 2005 and an active member of the executive council from 1996 until shortly before his untimely passing during the preparation of the present number of The Northern Mariner/Le marin du nord. He worked tirelessly for the journal – to ensure its survival during challenging times of transition, and, always, to keep its contents vital. His book reviews were numerous, the first appearing in volume I. He nurtured the highest standards of scholarship, invariably with good humour, good sense, and generosity. In recognition of Jim’s leadership, and his willing labours in the trenches of administration and peer review, the editors have gathered tributes from a few of his many friends – leaders in scholarship in their own right – whose lives and work he touched.
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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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Perera, Nandana, Bahram Gharabaghi, and Peter Noehammer. "Stream Chloride Monitoring Program of City of Toronto: Implications of Road Salt Application." Water Quality Research Journal 44, no. 2 (May 1, 2009): 132–40. http://dx.doi.org/10.2166/wqrj.2009.014.

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Abstract In cold regions, winter road safety is a major challenge for municipalities and provincial highway transportation agencies. Road salt is widely used to improve winter road conditions, but concerns have been raised about the effects of road salts on the environment. This paper describes a water quality monitoring program designed to measure both background chloride concentrations and the effects of road salt application on stream water quality in four watersheds (Humber River, Don River, Highland Creek, and Morningside tributary of Rouge River) located within the City of Toronto boundary. The effect of road salts on stream water quality was evaluated based on chloride concentration because of its conservative nature. A bilinear correlation was developed to transform measured specific conductance levels in stream water to chloride concentrations. There are no Ontario aquatic fresh water quality guidelines for chloride, but chloride concentrations in almost all the monitored streams in Toronto periodically exceeded chronic and acute chloride threshold levels of the United States Environmental Protection Agency. The City of Toronto has been proactive in its efforts to implement management practices to reduce the impact of road salt application on the environment while maintaining safe driving conditions for its road users. Normalized salt application rates in Toronto have been on a gradual declining trend in the last decade from about 0.08 to 0.07 tonnes of salt applied per centimetre of snowfall per kilometre of lane. With public safety in mind, further reductions in salt application rates are being considered to reduce the adverse environmental effects to acceptable limits.
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Gingerich, Kevin, and Hanna Maoh. "The role of airport proximity on warehouse location and associated truck trips: Evidence from Toronto, Ontario." Journal of Transport Geography 74 (January 2019): 97–109. http://dx.doi.org/10.1016/j.jtrangeo.2018.11.010.

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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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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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Dissertations / Theses on the topic "Transportation – Ontario – Toronto"

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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 "Transportation – Ontario – Toronto"

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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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2

David, Hobbs, Ontario Ministry of Transportation, and Transit Advisory Group (Ont.), eds. Crossing the boundaries - coordinating transit in the Greater Toronto Area: Report of the Transit Advisory Group to the Minister of Transportation for Ontario. Toronto: Transit Advisory Group, 1987.

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Book chapters on the topic "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 "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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