Academic literature on the topic 'Urban transportation – Ontario – Toronto Region'
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Journal articles on the topic "Urban transportation – Ontario – Toronto Region"
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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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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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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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Filion, Pierre. "Balancing Concentration and Dispersion? Public Policy and Urban Structure in Toronto." Environment and Planning C: Government and Policy 18, no. 2 (April 2000): 163–89. http://dx.doi.org/10.1068/c2m.
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By North American standards Toronto is a concentrated agglomeration. Its downtown has enjoyed spectacular growth since the 1960s; most inner-city neighbourhoods are perceived as desirable; and public transit patronage is high relative to that of same-size North American metropolitan regions. Still, it is within dispersed, car-oriented, suburbs that most post-1950 development has taken place. This agglomeration is composed of two realms—a concentrated and a dispersed realm—differentiated by their respective land-use-transportation dynamic. The concentrated realm is defined by a considerable reliance on walking and public transportation, a mixing of land uses and overall higher employment and residential densities than elsewhere in the metropolitan region. Meanwhile, the dispersed realm is car dependent, dominated by large monofunctional zones and developed at a relatively low density. The author links the coexistence and respective importance of these two realms in the Toronto agglomeration both to the nature of urban policies implemented since 1950 and to the circumstances that have led to their adoption. The construction of expressways, suburban type land-use planning, and a generous provision of open space have abetted dispersion. By contrast, the construction of a subway system and measures encouraging the redevelopment of underused land have promoted growth within the concentrated portion of the agglomeration. It is noteworthy, however, that these measures have failed in their attempts to induce concentration beyond the prewar urbanized perimeter. The author examines the positive and negative aspects of the presence of these two realms within a given agglomeration and highlights the threat newly adopted policies represent for the concentrated realm.
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Chan, T. W., J. R. Brook, G. J. Smallwood, and G. Lu. "Time-resolved measurements of black carbon light absorption enhancement in urban and near-urban locations of southern Ontario, Canada." Atmospheric Chemistry and Physics 11, no. 20 (October 20, 2011): 10407–32. http://dx.doi.org/10.5194/acp-11-10407-2011.
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Abstract. In this study a photoacoustic spectrometer (PA), a laser-induced incandescence instrument system (LII) and an Aerosol Mass Spectrometer were operated in parallel for in-situ measurements of black carbon (BC) light absorption enhancement. Results of a thermodenuder experiment using ambient particles in Toronto are presented first to show that LII measurements of BC are not influenced by the presence of non-refractory material thus providing true atmospheric BC mass concentrations. In contrast, the PA response is enhanced when the non-refractory material is internally mixed with the BC particles. Through concurrent measurements using the LII and PA the specific absorption cross-section (SAC) can be quantified with high time resolution (1 min). Comparisons of ambient PA and LII measurements from four different locations (suburban Toronto; a street canyon with diesel bus traffic in Ottawa; adjacent to a commuter highway in Ottawa and; regional background air in and around Windsor, Ontario), show that different impacts from emission sources and/or atmospheric processes result in different particle light absorption enhancements and hence variations in the SAC. The diversity of measurements obtained, including those with the thermodenuder, demonstrated that it is possible to identify measurements where the presence of externally-mixed non-refractory particles obscures direct observation of the effect of coating material on the SAC, thus allowing this effect to be measured with more confidence. Depending upon the time and location of measurement (urban, rural, close to and within a lake breeze frontal zone), 30 min average SAC varies between 9 ± 2 and 43 ± 4 m2 g−1. Causes of this variation, which were determined through the use of meteorological and gaseous measurements (CO, SO2, O3), include the particle emission source, airmass source region, the degree of atmospheric processing. Observations from this study also show that the active surface area of the BC aggregate, which is measured by the LII as the PPS, is an important parameter for inferring the degree of particle collapse of a BC particle. In addition, PPS could be a useful measurement for indicating the importance of recently emitted BC (e.g. from gasoline or diesel engines) relative to the total measured BC in the atmosphere.
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McMullin, Richard Troy, Katherine Drotos, David Ireland, and Hanna Dorval. "Diversity and conservation status of lichens and allied fungi in the Greater Toronto Area: results from four years of the Ontario BioBlitz." Canadian Field-Naturalist 132, no. 4 (July 11, 2019): 394–406. http://dx.doi.org/10.22621/cfn.v132i4.1997.
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Bioblitzes are typically 24-hour biological surveys of a defined region carried out by taxonomic specialists, citizen scientists, and the general public. The largest in Canada is the Ontario BioBlitz, an annual event held in the Greater Toronto Area (GTA). Between 2013 and 2016, we examined the feasibility of including lichens and allied fungi in the Ontario BioBlitz. These taxa are often overlooked, understudied, and taxonomically difficult. We completed a bioblitz in each of the four major watersheds in the GTA and recorded 138 species in 72 genera which, combined with all previous collections, totals 180 species in 88 genera in the area. Thirteen of the species we collected are provincially ranked as S1 (critically imperilled), S2 (imperilled), or S3 (vulnerable). We collected Lecanora carpinea for the first time in Ontario. Our results provide a baseline list of GTA lichens that can be used for monitoring. This is one of the first detailed lichen surveys of a major North American urban area and it demonstrates that rapid bioblitz surveys are proficient in capturing lichen diversity despite their inconspicuous nature and the advanced microscopy and chemical analyses required for their identification.
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Stroud, Craig, Shuzhan Ren, Junhua Zhang, Michael Moran, Ayodeji Akingunola, Paul Makar, Rodrigo Munoz-Alpizar, et al. "Chemical Analysis of Surface-Level Ozone Exceedances during the 2015 Pan American Games." Atmosphere 11, no. 6 (June 1, 2020): 572. http://dx.doi.org/10.3390/atmos11060572.
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Surface-level ozone (O3) continues to be a significant health risk in the Greater Toronto Hamilton Area (GTHA) of Canada even though precursor emissions in the area have decreased significantly over the past two decades. In July 2015, Environment and Climate Change Canada (ECCC) led an intensive field study coincident with Toronto hosting the 2015 Pan American Games. During the field study, the daily 1-h maximum O3 standard (80 ppbv) was exceeded twice at a measurement site in North Toronto, once on July 12 and again on July 28. In this study, ECCC’s 2.5-km configuration of the Global Environmental Multi-scale (GEM) meteorological model was combined with the Modelling Air-quality and CHemistry (MACH) on-line atmospheric chemistry model and the Town Energy Balance (TEB) urban surface parameterization to create a new urban air quality modelling system. In general, the model results showed that the nested 2.5-km grid-spaced urban air quality model performed better in statistical scores compared to the piloting 10-km grid-spaced GEM-MACH model without TEB. Model analyses were performed with GEM-MACH-TEB for the two exceedance periods. The local meteorology for both cases consisted of light winds with the highest O3 predictions situated along lake-breeze fronts. For the July 28 case, O3 production sensitivity analysis along the trajectory of the lake-breeze circulation showed that the region of most efficient O3 production occurred in the updraft region of the lake-breeze front, as the precursors to O3 formation underwent vertical mixing. In this updraft region, the ozone production switches from volatile organic compound (VOC)-sensitive to NOx-sensitive, and the local net O3 production rate reaches a maximum. This transition in the chemical regime is a previously unidentified factor for why O3 surface-level mixing ratios maximize along the lake-breeze front. For the July 12 case, differences between the model and observed Lake Ontario water temperature and the strength of lake-breeze opposing wind flow play a role in differences in the timing of the lake-breeze, which impacts the predicted location of the O3 maximum north of Toronto.
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Fung, Manson, and Christopher A. Kennedy. "An Integrated Macroeconomic Model for Assessing Urban Sustainability." Environment and Planning B: Planning and Design 32, no. 5 (October 2005): 639–56. http://dx.doi.org/10.1068/b31113.
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A macrolevel approach for integrating regional economic models with urban metabolism models is developed. Challenges with consistency and aggregation persist in the integration of urban models between socioeconomic and environmental systems, and between the micro and macro scale. Using an econometric model as a foundation offers a flexible structure, with low data requirements, that might potentially be integrated with microlevel process models. Such an econometric model is developed and verified for the economy of the Toronto region. The economic model is integrated with a greenhouse gas emission model that simulates emissions from the residential, transportation, and solid waste sectors. Emissions are simulated to 2010 for optimistic and pessimistic exogenous economic climates. In the absence of technological change, emissions will increase in the order of 30%, largely as a result of population growth (22%–23%), which is relatively insensitive to economic growth. The potential to decrease emissions through changing land-use development and increased recycling of solid waste is examined.
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Pugliese, Stephanie C., Jennifer G. Murphy, Felix R. Vogel, Michael D. Moran, Junhua Zhang, Qiong Zheng, Craig A. Stroud, Shuzhan Ren, Douglas Worthy, and Gregoire Broquet. "High-resolution quantification of atmospheric CO<sub>2</sub> mixing ratios in the Greater Toronto Area, Canada." Atmospheric Chemistry and Physics 18, no. 5 (March 8, 2018): 3387–401. http://dx.doi.org/10.5194/acp-18-3387-2018.
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Abstract. Many stakeholders are seeking methods to reduce carbon dioxide (CO2) emissions in urban areas, but reliable, high-resolution inventories are required to guide these efforts. We present the development of a high-resolution CO2 inventory available for the Greater Toronto Area and surrounding region in Southern Ontario, Canada (area of ∼ 2.8 × 105 km2, 26 % of the province of Ontario). The new SOCE (Southern Ontario CO2 Emissions) inventory is available at the 2.5 × 2.5 km spatial and hourly temporal resolution and characterizes emissions from seven sectors: area, residential natural-gas combustion, commercial natural-gas combustion, point, marine, on-road, and off-road. To assess the accuracy of the SOCE inventory, we developed an observation–model framework using the GEM-MACH chemistry–transport model run on a high-resolution grid with 2.5 km grid spacing coupled to the Fossil Fuel Data Assimilation System (FFDAS) v2 inventories for anthropogenic CO2 emissions and the European Centre for Medium-Range Weather Forecasts (ECMWF) land carbon model C-TESSEL for biogenic fluxes. A run using FFDAS for the Southern Ontario region was compared to a run in which its emissions were replaced by the SOCE inventory. Simulated CO2 mixing ratios were compared against in situ measurements made at four sites in Southern Ontario – Downsview, Hanlan's Point, Egbert and Turkey Point – in 3 winter months, January–March 2016. Model simulations had better agreement with measurements when using the SOCE inventory emissions versus other inventories, quantified using a variety of statistics such as correlation coefficient, root-mean-square error, and mean bias. Furthermore, when run with the SOCE inventory, the model had improved ability to capture the typical diurnal pattern of CO2 mixing ratios, particularly at the Downsview, Hanlan's Point, and Egbert sites. In addition to improved model–measurement agreement, the SOCE inventory offers a sectoral breakdown of emissions, allowing estimation of average time-of-day and day-of-week contributions of different sectors. Our results show that at night, emissions from residential and commercial natural-gas combustion and other area sources can contribute > 80 % of the CO2 enhancement, while during the day emissions from the on-road sector dominate, accounting for > 70 % of the enhancement.
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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.
Books on the topic "Urban transportation – Ontario – Toronto Region"
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Project, Exemplary Schools. Technical report: Corktown Community High School : Toronto, Ontario. Toronto: Canadian Education Association, 1995.
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Walker, Gerald Earl. An invaded countryside: Structures of life on the Toronto fringe. [North York, Ont.]: York University, Atkinson College, 1987.
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Walker, Gerald. An Invaded Countryside: Structures of Life on the Toronto Fringe (Geographical Monographs, Vol. 17). Geographical Monographs, 1986.
Find full textBook chapters on the topic "Urban transportation – Ontario – Toronto Region"
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Polèse, Mario. "Diverging Neighbors." In The Wealth and Poverty of Cities, 111–40. Oxford University Press, 2019. http://dx.doi.org/10.1093/oso/9780190053710.003.0005.
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This chapter compares Buffalo, New York, and Toronto, Ontario, two urban areas located on the Great Lakes with similar populations (one million) in 1950. Toronto has since passed the six million mark, while Buffalo seems trapped in a seemingly irreversible cycle of economic decline. The diverging destiny of the two cities has many roots (e.g., the St. Lawrence Seaway, the collapse of Big Steel) but invariably sends us back to the different political cultures of the United States and Canada. The government of Ontario stepped in early in the urbanization process to impose a model of metropolitan governance on the Toronto region, with the explicit aim of deterring the emergence of deep social divides, specifically between city and suburb, and ensuring the maintenance of a strong central core. The state of New York did no such thing in Buffalo, for which Buffalo continues to pay a price.
Conference papers on the topic "Urban transportation – Ontario – Toronto Region"
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Buszynski, Mario E. "Securing Pipeline Approvals in a Tough Regulatory Environment." In 2006 International Pipeline Conference. ASMEDC, 2006. http://dx.doi.org/10.1115/ipc2006-10478.
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The Regional Municipality of York is located immediately north of the City of Toronto. It is the fastest growing municipality in Ontario. The rapid expansion of residential, industrial and commercial development in the municipality has led to a weakness in the electrical and gas infrastructure. The Ontario Power Authority (the agency responsible for managing the power requirements in the Province of Ontario) has recognized this weakness and has developed plans calling for a new gas-fired generating station and improvements to the electrical grid. The shortages of gas supply and electricity have not developed overnight. Hydro One, which runs the electrical grid, initiated a supply study in 2002. The study recommended upgrading a 115 kV transmission line to a double circuit 230 kV transmission line on the existing corridor. The ensuing public outcry resulted in the municipality passing a resolution against the upgrade. Similarly, a large gas-fired generating station proposal was abandoned as the result of citizen opposition. In 2003, the Ontario Energy Board approved new Environmental Guidelines for the Location, Construction and Operation of Hydrocarbon Pipelines and Facilities in Ontario. The guidelines include specific new requirements for planning pipelines in urban areas. Among other things, these requirements involve the identification of indirectly affected landowners and a more detailed analysis of public issues and how they were resolved. It became clear that in order to achieve regulatory success, not only would the public have to become actively engaged in the decision-making early in the process, the technical reviewers (federal, provincial and municipal agencies) would likewise have to be actively involved. Through the use of two case studies of proposed large-diameter natural gas pipelines initiated in York Region in 2005, this paper describes the techniques used to engage the public and the regulators. It also describes how the public involvement requirements contained in the Ontario Energy Board’s new guidelines were incorporated into the planning process. The case studies begin with a rationale for the study area selected. A description of issues follows. The techniques used to address these issues and the success of the program are documented. Techniques include face-to-face project initiation meetings, use of technical and citizens’ advisory committees, sub-committee meetings to resolve specific issues and site-specific field work. The study results illustrate that it is possible to plan a right-of-way in such a manner as to satisfy the general public and regulators, be compatible with existing development, conform to the new Ontario Energy Board guidelines and minimize the amount of remedial work required to mitigate the impacts occurring on and adjacent to the right-of-way.