Relevant bibliographies by topics / Urban transportation – Ontario – Toronton

Academic literature on the topic 'Urban transportation – Ontario – Toronton'

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

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Journal articles on the topic "Urban transportation – Ontario – Toronton"

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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2

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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3

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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4

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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5

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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6

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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7

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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8

Maoh, Hannah, and Pavlos Kanaroglou. "A tool for evaluating urban sustainability via integrated transportation and land use simulation models." Environnement Urbain 3 (July 6, 2009): 28–46. http://dx.doi.org/10.7202/037599ar.

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Abstract This paper is focused on developing a simulation tool that will be used to assess urban sustainability and inform the future of urban planning. The tool is developed as an add-on module in an operational integrated transportation and land use model (ITLUM) calibrated for two Canadian cities: Hamilton, Ontario and Halifax, Nova Scotia. Progress towards sustainability is gauged based on indicators that will minimize negative environmental and social impacts while maximizing economic benefits. To this end, the methods to model the sustainability indicators are highlighted and described. A simulation example is provided to demonstrate the operability of the devised tool.
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9

Brual, Janette, Shannon Gravely-Witte, Sheena Kayaniyil, Donna E. Stewart, and Sherry L. Grace. "Distance and Transportation as Barriers to Cardiac Rehabilitation in Urban and Rural Coronary Artery disease Outpatients." Clinical & Investigative Medicine 30, no. 3 (June 1, 2007): 26. http://dx.doi.org/10.25011/cim.v30i3.1718.

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Background: Cardiac rehabilitation (CR) is a proven means to reduce morbidity and mortality among cardiac outpatients but is grossly under-utilized. Transportation, distance and travel time are frequently cited barriers to participation. The purpose of this study was to compare CR participation rates between urban and rural cardiac outpatients and examine perceived distance and transportation barriers. Methods: 255 cardiac outpatients (mean age 68+11 years; 76%(194) male) of 97 Ontario cardiologists completed a survey within an on-going prospective study. The second digit of A0A in the postal code designated rural status and was verified with Statistics Canada 2001 Census. Using a 5-point Likert scale outpatients indicated the degree to which transportation and distance were barriers and self-reported travel time to CR and percentage of sessions attended. Results: 87% (223) of outpatients lived in an urban area, while 13% (32) were rural. Overall, 44%(113) participated in CR, with 46% (102) urban and 34% (11) being rural (P > 0.05). Transportation barriers were significantly related to CR participation (P < 0.01), whereas distance was not. Data were split by geographic area and transportation was only significantly related to CR participation among urban outpatients (P < 0.01). Urban outpatients reported a mean travel time of 25±18 minutes compared to 68±53 for rural outpatients (P < 0.0001). The mean percentage of CR sessions participated in was 84±28%, which did not differ by geographic status. Conclusions: Contrary to previous research, living in a rural area and perceived distance were not related to CR participation. However data collection is ongoing. Rural outpatients had longer travel times yet perceived no distance or transportation barriers. Transportation barriers for urban outpatients may be related to population density and traffic delays. Efforts to reduce transportation-related barriers in urban areas such as improving public transportation or increasing home-based CR provision may be warranted.
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10

Jackson, John N. "The construction and operation of the First, Second, and Third Welland canals." Canadian Journal of Civil Engineering 18, no. 3 (June 1, 1991): 472–83. http://dx.doi.org/10.1139/l91-058.

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The Welland canals are features of great Canadian renown in terms of engineering, as transportation arteries, and through their contributions to industrial development and urban achievement. Their instigator was William Hamilton Merritt, a St. Catharines businessman. Functionally, they must be perceived as an inland extension of the St. Lawrence system of waterways. These contributions began when the First Welland Canal opened in 1829, and extend continuously up to the present. The First Welland Canal, fed from the Grand River, was constructed through the canalization of rivers north of the Niagara Escarpment, by locks across this relief barrier, and a man-made cut to the south. The canal then took advantage of the Welland and Niagara rivers to reach Lake Erie. Hardly a feature of this achievement was as anticipated and, in 1833, the route was changed by a cut direct to Lake Erie at Port Colborne. The Second Canal, opened in 1845, followed essentially the same route, but with stone locks and a new channel constructed slightly to the west of its predecessor. The Third Canal was wider and deeper. It offered fewer locks and, though retaining Port Dalhousie as its northern outlet on Lake Ontario, its alignment was now a cut east of St. Catharines and Thorold across the Ontario Plain. The Second Canal remained in use at the two ends for the smaller-sized vessels to serve St. Catharines and Thorold, and its water supply continued to power industry until hydroelectricity was obtained from the power projects on the Niagara River at Niagara Falls. Key words: Welland Canal, St. Lawrence–Great Lakes water system, William Hamilton Merritt, transportation, Grand River, Lake Erie, Lake Ontario, water power, industrial location, urban growth.
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Books on the topic "Urban transportation – Ontario – Toronton"

1

Ontario. Minister for Senior Citizens' Affairs. Elderly Residents in Ontario: Transportation. S.l: Minister of Senior Citizens Affairs, 1985.

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2

Ontario. Minister for Senior Citizens' Affairs. Elderly Residents in Ontario: Rural and Urban. S.l: Minister for Senior Citizens Affairs, 1985.

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3

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

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4

Mauceri, Vince C. APC, automatic passenger counting system: The Hamilton Street Railway Technology Fair, Canadian Urban Transit Association Fall Meeting, November 6th-10, 1988, Hamilton, Ontario, Canada. [Hamilton]: Hamilton Street Railway Co., 1988.

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5

Ontario. Minister for Senior Citizens' Affairs. Elderly Residents in Ontario: Childless. S.l: s.n, 1985.

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Affairs, Ontario Minister for Senior Citizens'. Elderly Residents in Ontario: Health. S.l: Minister for Senior Citizens Affairs, 1985.

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Ontario. Minister for Senior Citizens' Affairs. Elderly Residents in Ontario: Community Services. S.l: Minister for Senior Citizens Affairs, 1985.

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Ontario. Minister for Senior Citizens' Affairs. Elderly Residents in Ontario: Age Differences. S.l: United Senior Citizens of Ontario, 1985.

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Affairs, Ontario Minister for Senior Citizens'. Elderly Residents in Ontario: Social Contacts. S.l: Minister for Citizens Affairs, 1985.

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10

Frankena, Mark w. Urban Transportation Financing: Theory and Policy in Ontario. University of Toronto Press, 2019.

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