Journal articles on the topic 'Transportation – Ontario – Toronto'
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1
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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Lewis, Elyse O’C, and Don MacKenzie. "UberHOP in Seattle." Transportation Research Record: Journal of the Transportation Research Board 2650, no. 1 (January 2017): 101–11. http://dx.doi.org/10.3141/2650-12.
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UberHOP is a commute-focused interpretation of the Uber suite of transportation services, with the goal of reducing personal vehicle commute trips. The service first launched in Seattle, Washington, and Toronto, Ontario, Canada, in December 2015 and expanded to Manila, Philippines, in early 2016. UberHOP is similar to vanpooling with fixed pickup and drop-off locations in the primary commute direction during peak hours, but it leverages Uber’s ridesourcing platform to replace fixed departure schedules with riders matched in real time. This paper reports on an intercept survey (83% response rate) to understand who rode, how they traveled to the pickup location, why they rode, and what modes UberHOP was replacing for all 11 UberHOP routes in Seattle during the morning and evening commute periods. In addition, detailed trip and total rider count data were collected during the survey administration process. The results show that many UberHOP riders made UberHOP their primary form of commute mode. Unlike standard ridesourcing services, UberHOP riders predominantly replaced public transportation modes rather than personal vehicles. UberHOP services were canceled in Seattle in August 2016. However, with larger rider densities per trip, the UberHOP model can be profitable, and it is reasonable to expect that Uber or others will resurrect a similar service in the future.
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Boadway, BT, J. MacPhail, and C. Jacobson. "Ontario Medical Association Position Paper on Health Effects of Ground-Level Ozone, Acid Aerosols and Particulate Matter." Canadian Respiratory Journal 5, no. 5 (1998): 367–84. http://dx.doi.org/10.1155/1998/285495.
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This review of the evidence of the health effects of air pollutants focuses on research conducted in Ontario. Seven key Ontario studies are cited. These findings are highly significant for people living in the Great Lakes basin (and particularly the Windsor-Quebec corridor), where high levels of certain air pollutants (eg, ground-level ozone and ultra-fine particles) occur more frequently than in other parts of Canada. The issue is a serious one, requiring an integrated and comprehensive approach by many stakeholders, including the active involvement of organized medicine. It is important that the health effects of these air pollutants are understood. Governments must act to reduce emission levels through statue and regulation bolstered by noncompliance penalties.The findings of research have included the following: in a Toronto study, a 2% to 4% excess of respiratory deaths were attributable to pollutant levels; children living in rural Ontario communities with the highest levels of airborne acids were significantly more likely to report at least one episode of bronchitis, as well as to show decreases in lung function; and have been linked to increases in pollutants, emergency room visits and hospitalizations in Ontario.Every Ontarian is affected by air pollutants, although he or she may be unaware of the asymptomatic effects such as lung and bronchial inflammation. This health problem is preventable; while physicians know of the adverse health impacts of air pollution and they are concerned, individually they now focus on the treatment of symptoms. The major recommendations of the report are as follows:* Enactment of more stringent sulphur and nitrogen oxide emission limits, including a provincewide sulphur dioxide reduction of 75% from current cap levels, and the maximum allowable nitrogen oxides emission limits of 6000 tonnes annually from Ontario Hydro.* New transportation sector emission limits that should include California-level standards for light and heavy duty vehicles, reductions from off-road engines, an expanded vehicle inspection and maintenance program, and tougher standards for sulphur-in-fuel content.* Petitioning the United States Environmental Protection Agency administrator under Section 115 of the United States Clear Air Act to require reductions in the American emission of sulphur dioxide and nitrogen oxides, which damage the health of Canadian residents and their environment.* Physician advice to patients about the risks of smog exposure, physician support for more health effects research on air pollution, and physician promotion of the development of air pollution-related health education materials.The recommendations discussed in this paper will, if acted upon, lead to a significant reduction in the overall burden of illness from air pollutants, especially in children and the elderly. These recommendations have been selected from a review of recommendations made by various authorities, and are those that the OMA feels a particular responsibility to support.
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Jahangiriesmaili, Mahyar, Sina Bahrami, and Matthew J. Roorda. "Solution of Two-Echelon Facility Location Problems by Approximation Methods." Transportation Research Record: Journal of the Transportation Research Board 2610, no. 1 (January 2017): 1–9. http://dx.doi.org/10.3141/2610-01.
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The two-echelon delivery structure is a strategy that can be implemented in urban areas to lower delivery costs by reducing the movement of heavy goods vehicles. In a two-echelon delivery structure, large trucks deliver shipments from a consolidation center to several terminals, where packages are transferred to smaller trucks for last-mile deliveries. This paper formulates a model that solves the two-echelon delivery structure by the use of approximation techniques. Several potential terminal locations and demand areas were identified, and the optimal number and locations of the terminals were examined, as the model evaluated the most cost-effective routes between the consolidation center, potential terminals, and demand areas. Downtown Toronto, Ontario, Canada, was chosen as the case study area to assess the model, and a cost analysis of the number and locations of the terminals was performed. The experiments showed that the number and the locations of the terminals were greatly influenced by the opening cost of the terminals and the transportation cost of the delivery trucks. It was also discovered that the likelihood of selection of terminals that were positioned near both the consolidation center and the center of the service area was higher than the likelihood of selection of terminals at any other location.
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MacDonald, Shannon L., Pamela L. Joseph, Ida J. Cavaliere, Mark Theodore Bayley, and Alexander Lo. "Optimising the mandatory reporting process for drivers admitted to an inpatient stroke rehabilitation unit." BMJ Open Quality 7, no. 3 (July 2018): e000203. http://dx.doi.org/10.1136/bmjoq-2017-000203.
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Ontario physicians are legally obligated to report patients who may be medically unfit to drive to the Ministry of Transportation of Ontario (MTO). Currently at Toronto Rehabilitation Institute (TRI), there are no standardised processes for MTO reporting, resulting in inconsistent communication regarding driving with patients and between healthcare providers, redundant assessments and ultimately reduced patient satisfaction. TRI received 10 patient complaints regarding the driving reporting process in the 5 years prior to this project and a large number of patients were not being reported appropriately.The project aim was to use Lean Methods to achieve 100% reporting and optimise communication and education of drivers admitted to a 23-bed inpatient stroke rehabilitation unit. Interventions included process mapping, identification of wasteful steps and implementation of a standard work. Chart audits before and after implementation were performed.Value stream process mapping identified inconsistent reporting procedures and lack of use of the government-issued driver reporting form. Following implementation of standard work processes, use of the MTO Medical Conditions Report Form increased from 0% to 100%. Indication of whether drivers were reported to the MTO in Physical Medicine & Rehabilitation consultation notes increased from 50% to 91%. Identifying reported drivers in the discharge summary, of which patients receive a copy at the time of discharge, increased from 0% to 90%. Physician satisfaction with the new standard work process was qualitatively assessed to be high, with no negative impacts reported.Lean methodology was effective for increasing the usage of the MTO Medical Conditions Report Form, documenting driver status in the initial Physical Medicine & Rehabilitation consultation and indicating MTO reporting status in the discharge summary.Communication between healthcare providers regarding patients’ driving status has been successfully standardised, resulting in improved coordination of care and a reduction in patient complaints to zero in the 14 months since implementation.
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Li, James, and Peter McAteer. "Urban Oil Spills as a Non-Point Pollution Source in the Golden Horseshoe of Southern Ontario." Water Quality Research Journal 35, no. 3 (August 1, 2000): 331–40. http://dx.doi.org/10.2166/wqrj.2000.023.
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Abstract Being the economic engine of Canada and the home of 5 million people, the environmental health of the Golden Horseshoe is very important. Among various pollution sources into the lake, urban oil spills as a non-point pollution source have not caught the attention of most residents. These spills can cause terrestrial impacts by poisoning animals and plants, groundwater contamination by infiltration, and surface water pollution by algal bloom and fish kills and destruction of freshwater invertebrates and vertebrates. In order to investigate the significance of this pollution source, 10 years of spill records in the Golden Horseshoe have been compiled. On the average, about 1050 L per day of oil escaped to the land, water and air environment in this region. About one-third of these spills eventually entered Lake Ontario. Among various types of spilled oil, gasoline, diesel fuel, aviation fuel and furnace oil accounted for the highest reported volume. The former Metropolitan Toronto led the frequency and volume of spills, while Hamilton-Wentworth followed closely. Spills frequently occur on roads, at service stations and at electrical transformers, while the highest spill event volumes occur at bulk plants/terminals/depots and at refineries. The predominant causes of spills are related to leaks from containers, pipes and hoses, and cooling systems. However, the principal reasons for oil spills are human error and equipment failure. The transportation, public and petroleum sectors are responsible for 60% of the reported spill cases, while the petroleum sector alone accounts for nearly 50% of the reported spill volume. Given the significant volume of spilled oil, it is important that all levels of government and private industries increase their effort to promote pollution prevention such as preventive maintenance, improved employee training and/or retraining, and proper vigilant supervision. Additionally, control devices such as oil-water interceptors should be sized properly and implemented at strategic location across the Golden Horseshoe.
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Casello, Jeffrey M., Adam Fraser, Alex Mereu, and Pedram Fard. "Enhancing Cycling Safety at Signalized Intersections: Analysis of Observed Behavior." Transportation Research Record: Journal of the Transportation Research Board 2662, no. 1 (January 2017): 59–66. http://dx.doi.org/10.3141/2662-07.
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Urban transportation systems tend to operate most effectively when common expectations exist about all user travel behavior under various conditions. A wide range of behavior among cyclists presents a significant challenge to the achievement of safer and improved designs at intersections. In this research, cyclists were observed (i.e., through the use of video at fixed-camera locations) as they made left turns at six intersections in Toronto, Ontario, Canada. The intersections were classified into five types on the basis of their physical designs and operational characteristics. Cyclist behavior was assessed to determine the propensity to traverse the intersection legally, designated as “rule compliance.” Further, the analysis determined the likelihood that a cyclist would traverse an intersection in a path that was consistent with the design; this outcome was defined as “facility compliance.” The results revealed that the presence of bike boxes, two-phase lefts, and turning lanes with advanced green phases positively influenced cyclists by increasing the likelihood that left turns would be legal and consistent with the behavior intended through the design. The results also suggested that the highest rates of rule and facility compliance existed under the condition in which cyclists approached an intersection during a green signal. On the basis of the observations in the research, design recommendations were made to accommodate cyclists better and produce more consistent behavior and presumably to enhance safety.
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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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Getz, Donald. "Travel Research BookshelfBook Reviews : MARINE PARKS AND CONSERVATION: CHALLENGE AND PROMISE Edited by Jon Lien and Robert Graham (The National and Provincial Parks Association of Canada - now called the Canadian Parks and Wilderness Society - 69 Sherbourne Street, Toronto, Ontario, Canada M5A 3X7, 1985, 2 volumes, 254 and 211 pages, $24.95 Canadian." Journal of Travel Research 25, no. 4 (April 1987): 45–46. http://dx.doi.org/10.1177/004728758702500446.
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Sheppard, Christine L., Matthew Yau, Claire Semple, Candy Lee, Jocelyn Charles, Andrea Austen, and Sander L. Hitzig. "Access to Community Support Services among Older Adults in Social Housing in Ontario." Canadian Journal on Aging / La Revue canadienne du vieillissement, November 14, 2022, 1–13. http://dx.doi.org/10.1017/s0714980822000332.
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Abstract Community support services are an integral enabler of aging in place. In social housing, older adult tenants struggle to access these services because of the siloed nature of housing and health services. This study examined the provision of government-funded community support services to 83 seniors’ social housing buildings in Toronto, Ontario. Although there were 56 different agencies operating within the buildings, only about one third of older tenants were actually receiving services. There was a subset of services that were available in more than 80 per cent of the buildings, and the most widely accessed services were food supports, crisis intervention, transportation, caregiver support, and hearing/vision care. There were also many cases in which multiple agencies offered duplicative services within the same building, suggesting that there are opportunities for improving service coordination. Practice recommendations for increasing access to community support services among low-income older adults in social housing are provided.
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"Economic Impact of Tourism in Ontario, 1985. Tourism Research Section, Ontario Ministry of Tourism and Recreation, 77 Bloor Street West, Toronto, Ontario, Canada M7A 2R9. August 1988. 132p." Journal of Travel Research 27, no. 3 (January 1989): 50–51. http://dx.doi.org/10.1177/004728758902700331.
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Thompson, Calum, Michael Branion-Calles, and Anne Harris. "Translating risk to preventable burden by estimating numbers of bicycling injuries preventable by separated infrastructure on a Toronto, Ontario corridor." University of Toronto Journal of Public Health 2, no. 1 (May 26, 2021). http://dx.doi.org/10.33137/utjph.v2i1.35209.
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Objectives: Bicycling is a form of active transportation with a number of health benefits but carries a high risk of injury compared to other transportation modes. Safety intervention evaluations often produce results in the form of ratios, which can be difficult to communicate to policy-makers. The primary objective of this study was to estimate the number of bicycling injuries on an urban corridor preventable by separated bicycling infrastructure.
Methods: Stakeholders identified a key corridor with multiple segments having bicycling infrastructure but most of the corridor lacking similar infrastructure. We counted bicyclist volume along this route and used secondary data to supplement counts missing due to COVID-19. We used two reference studies including local bicycling population to estimate benefit of separated bicycling infrastructure and applied this to a city-wide estimate of baseline risk of injury per kilometre bicycled, which used a combination of secondary data sources including police, health care and travel survey data. Finally, we adjusted baseline risk to account for increased bicyclist volume during and following the COVID-19 pandemic.
Results: We estimated installation of fully separated cycle tracks along one Toronto corridor would prevent approximately 152.9 injuries and 0.9 fatalities over a 10-year period.
Discussion: Our results underscore the benefits of separated bicycling infrastructure. We identify several caveats for our results, including the limitations of studies used to estimate relative risk of infrastructure. Our method could be adapted for use in other cities or along other corridors. Finally, we discuss the role of preventable burden estimates as a knowledge translation tool.
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"Global Village. Vol. 11, nos. 2 & 3, December 1983, 24p. Canadian Hospitality Institute, Ontario Hostelry Institute, 100 Adelaide Street West, Suite 407, Toronto, Ontario, Canada M5H 1S4." Journal of Travel Research 23, no. 3 (January 1985): 47. http://dx.doi.org/10.1177/004728758502300394.
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Marzolini, Susan, Karen Fong, David Jagroop, Jennifer Neirinckx, Jean Liu, Rina Reyes, Sherry L. Grace, Paul Oh, and Tracey J. F. Colella. "Eligibility, Enrollment, and Completion of Exercise-Based Cardiac Rehabilitation Following Stroke Rehabilitation: What Are the Barriers?" Physical Therapy, October 7, 2019. http://dx.doi.org/10.1093/ptj/pzz149.
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Abstract Background People after stroke benefit from comprehensive programs for the prevention of secondary effects, including cardiac rehabilitation (CR), yet there is little understanding of eligibility for exercise and barriers to use. Objective The aim of this study was to examine eligibility for CR; enrollment, adherence, and completion; and factors affecting use. Design This was a prospective study of 116 consecutive people enrolled in a single outpatient stroke rehabilitation (OSR) program located in Toronto, Ontario, Canada. Methods Questionnaires were completed by treating physical therapists for consecutive participants receiving OSR and included reasons for CR ineligibility, reasons for declining participation, demographics, and functional level. CR eligibility criteria included the ability to walk ≥100 m (no time restriction) and the ability to exercise at home independently or with assistance. People with or without hemiplegic gait were eligible for adapted or traditional CR, respectively. Logistic regression analyses were used to examine factors associated with use indicators. Results Of 116 participants receiving OSR, 82 (70.7%) were eligible for CR; 2 became eligible later. Sixty (71.4%) enrolled in CR, and 49 (81.7%) completed CR, attending 87.1% (SD = 16.6%) of prescribed sessions. The primary reasons for ineligibility included being nonambulatory or having poor ambulation (52.9%; 18/34 patients) and having severe cognitive deficits and no home exercise support (20.6%; 7/34). Frequently cited reasons for declining CR were moving or travel out of country (17.2%; 5/29 reasons), lack of interest (13.8%; 4/29), transportation issues (10.3%; 3/29), and desiring a break from therapy (10.3%; 3/29). In a multivariate analysis, people who declined CR were more likely to be women, less compliant with OSR, and not diabetic. Compared with traditional CR, stroke-adapted CR resulted in superior attendance (66.1% [SD = 22.9%] versus 87.1% [SD = 16.6%], respectively) and completion (66.7% versus 89.7%, respectively). The primary reasons for dropping out were medical (45%) and moving (27%). Limitations Generalizability to other programs is limited, and other, unmeasured factors may have affected outcomes. Conclusions An OSR-CR partnership provided an effective continuum of care, with approximately 75% of eligible people participating and more than 80% completing. However, just over 1 of 4 eligible people declined participation; therefore, strategies should target lack of interest, transportation, women, and people without diabetes. An alternative program model is needed for people who have severe ambulatory or cognitive deficits and no home exercise support.