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Transportation research has shown that socio‐demographic factors impact people's mobility patterns. During the COVID‐19 pandemic, some of these effects have changed in accordance with changing mobility needs adapting to the pandemic, including restrictions on in‐person gatherings, closure of in‐person businesses, and working from home. We investigate two gaps in current knowledge in this area of transportation research: to what extent the associations between socio‐demographic factors and mobility metrics have changed, and how these associations vary across geographic space. We used aggregate deidentified cell tower location data to measure two mobility metrics—movement time and radius of gyration—and socio‐demographic data from the 2016 Canadian Census to model these associations across Ontario, Canada in 2020 using a linear model and a geographically weighted regression model. We find that certain associations between socio‐demographics and mobility have changed from what we previously observed before the pandemic, and we can see the variation of these associations across space. These findings will improve our understanding of how socio‐demographic factors affect mobility patterns in different communities and demonstrate the importance of measuring these associations at a more fine‐grained level using models that consider spatial variation to best reflect the nature of these associations. Key messages: Geographically weighted regression was used to study associations between mobility and five socio‐demographic factors in Ontario, Canada during the COVID‐19 pandemic.All five variables exhibited positive and negative associations with mobility change for at least one period of analysis, highlighting the complexity of these relationships.Our results provide new information on the geographical relationships between mobility change during COVID‐19 and neighbourhood‐level socio‐demographic variables. [ABSTRACT FROM AUTHOR]

Primary care is the level of a health system that provides first point of access to health care services for all health-related needs and problems, providing person-focused care over time in a continuous and coordinated fashion (Primary Healthcare Planning Group [48]; Aggarwal and Hutchison [1]; Health Canada [20]). This paper undertakes a comprehensive examination of how primary care services are distributed across Southwestern Ontario (SWO), with a particular focus on understanding how the distribution is meeting the primary care needs of the senior population (i.e., people aged 65 years and older) and populations living in different geographic settings (i.e., the urban-rural continuum). PCPs were included in our research database if they were physicians or NPs that have a comprehensive primary care practice and have a roster of enrolled patients for whom they provide ongoing primary care (as of July 2015). Despite the high PCP-to-population ratios, the number of PCPs actually providing care in these rural and small population centre communities away from metropolitan influence zones is overestimated, as many PCPs provide other health services (e.g., emergency room doctors, specialists, service to long-term care). [Extracted from the article]

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Copyright of Canadian Geographer is the property of Wiley-Blackwell and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

For Montréal in the nineteenth century, as for most port cities, the waterfront served as the primary interface between the city and the markets of the world. This paper examines how and why the primitive waterfront of Montréal as of 1830 was repeatedly adapted and transformed into a modern port district by 1914. Beyond a detailed examination of the set of physical changes on the waterfront, this paper draws theoretical insights from geographical interpretations of the rhythm of capital accumulation to explore the formative and adaptive processes underlying waterfront redevelopment. Global innovations in transport and cargo-handling technology are recognised as the preconditions for the periodic redimensioning of the port of Montréal, and it is established that these changes were driven by the perennial demands of local investors to accelerate circulation and thus reduce the turnover time of capital. This paper offers a new perspective on waterfront development by conceptualising the entire port as a comprehensive circulatory system and then exploring the redevelopment of various components in relation to others. The findings indicate that massive increases in traffic—the number and size of ships—through the port were correlated with the redimensioning of all of the connected components of the circulatory system; that is, the major arteries such as the St Lawrence River ship channel, as well as the smaller capillaries like finger piers. [ABSTRACT FROM AUTHOR]

To address the prominent “value‐action gap” within pro‐environmental behaviour, this novel, cross‐sectional study investigated relationships between household food wasting and pro‐environmentalism. Research was undertaken in 11 neighbourhoods across London, Ontario, Canada, including a net‐zero energy neighbourhood. A direct measurement methodology was used to measure household food waste, and a survey was created to measure knowledge, attitudes, and behaviours related to food wasting. Households in the net‐zero energy neighbourhood sent between 2.59 kg and 2.80 kg of food waste to landfill per week, of which 68% was classified as avoidable and the remaining 32% as unavoidable. Households in this neighbourhood sent less total (p < 0.001) and unavoidable (p < 0.001) food waste to landfill than households in “regular” neighbourhoods within the same city. While participants in the net‐zero neighbourhood had strong, self‐reported pro‐environmental worldviews, pro‐environmentalism was not found to be stronger in this neighbourhood compared to the rest of the city. The presence of stronger, self‐reported pro‐environmental worldviews was associated with a decrease in unavoidable food waste generation (p < 0.01). As the first study of its kind, further research is needed to verify the role of pro‐environmentalism in household food wasting in Canada and beyond. [ABSTRACT FROM AUTHOR]