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Unlike other high-income countries, Canada has no national policy for drugs treating rare diseases (orphan drugs). Nevertheless, in 2022, the Canadian government committed to creating a national strategy to make access to these drugs more consistent. Our aim was to study whether recommendations made by the Canadian Agency for Drugs and Technology in Health (CADTH) translated into coverage decisions for orphan drugs in Ontario, the largest Canadian province. This study is the first to look at this question for orphan drugs, which are at the center of policy attention. We included 155 orphan drug-indication pairs approved and marketed in Canada between October 2002 and April 2022. Cohen's kappa was used to test the agreement across health technology assessment (HTA) recommendations and coverage decisions in Ontario. Logistic regression was used to test which factors, relevant to decision-makers, might be associated with funding in Ontario. We found only fair agreement between CADTH's recommendations and coverage decisions in Ontario. Although a positive and statistically significant association between favorable HTA recommendations and coverage was found, more than half of the drugs with a negative HTA recommendation were available in Ontario, predominately through specialized funds. Successful pan-Canadian pricing negotiations were a strong predictor of coverage in Ontario. Despite efforts to harmonize access to drugs across Canada, considerable room for improvement remains. Introducing a national strategy for orphan drugs could help increase transparency, consistency, promote collaborations, and make access to orphan drugs a national priority. • Recommendations by the Canadian Agency for Drugs and Technology in Health do not always translate to provincial coverage decisions for new drugs. • We explored whether Canadian Agency for Drugs and Technology in Health's recommendations are aligned with coverage decisions for orphan drugs in Ontario. • Negative health technology assessment recommendations did not necessarily translate to no pan-Canadian pricing negotiations. • More than half the drugs with negative health technology assessment recommendations were available in Ontario through specialized funds. • A national strategy for orphan drugs could prioritize access to these treatments at a national level and harmonize access, at least to some extent, across Canada. [ABSTRACT FROM AUTHOR]

In Canada, greenhouse gas (GHG) emissions continue to remain high despite the federal government's commitment to reduce GHG emissions. Environmental policy across Canadian provinces has largely lacked consistency with some provinces implementing targeted policy such as carbon taxes while others have strongly resisted the federal government's attempts to encourage such policy. This study examines the impact of environmental policy on GHG gas emissions across Canadian provinces with policy uniquely measured by public and business sector spending on environmental protection as well as notable province-specific policies. An extended STIRPAT model is specified with the inclusion of proxies for environmental policy using panel data from Canada's ten provinces from 1995 to 2019. The cointegration and the error correction modelling approaches are employed to estimate the non-stationary panel data. A pooled mean group estimation is applied to provide short run and long run coefficients. The findings indicate that although per capita GDP is the main driver of GHG emissions in Canada, environmental policy has a significant mitigating effect, as shown by the negative association between emissions and private and public sector spending on environmental protection in the long run. Furthermore, provinces with targeted policies, such as Ontario's coal phase-out and British Columbia's carbon tax, experienced significant emissions reductions. The theoretical implication is the successful addition of policy variables to the STIRPAT model, providing the model a new application for future research. [Display omitted] • Assess the impact of environmental protection policies on per capita greenhouse gas emissions in Canada. • Utilize public and private expenditures on environmental protection, along with provincial policies. • Extend the STIRPAT model to incorporate environmental protection policies in an empirical model. • Demonstrate a significant negative relationship between environmental protection policies and GHG emissions. • Offer insights with implications for global environmental sustainability efforts. [ABSTRACT FROM AUTHOR]

Through survey and focus groups in two provinces in Canada misunderstanding and confusion surrounding Low-Dose Ionizing Radiation (LDIR) is explored specifically surrounding medical procedures, risk, and benefits. Generally people associated the word radiation with harm, but when asked participants were not concerned about LDIR. Approximately equal numbers (40%) thought LDIR was 'difficult' as those that thought it was 'easy' but research results reveal confusion about the definition of and sources of LDIR. Most people believed the benefits of LDIR outweighed the risks. Further, many had inaccurate views of 'high' dose radiation. Scientists and the Canadian regulator were determined to be the most trusted sources of information while elected officials and industry representatives the least trusted. Participants wanted more information on whether LDIR was a problem in Canada, what the risks were associated with it, as well as the applicable protections, rules and regulations. Focus group participants expressed a preference for face-to-face exchange of information, but mass media remains an important source of information as the first-place people check for answers. Future research surrounding behavioural science and LDIR communications, and deep LDIR science communication will be important in addressing this issue. • People do not have high levels of knowledge of low dose ionizing radiation (LDIR). • Most people respond well to the term LDIR and believe benefits outweigh negatives. • Scientists are most trusted communicators followed by the regulator. • Some participants wanted more information surrounding radiation. [ABSTRACT FROM AUTHOR]

The present study empirically investigates whether targeted government spending and environmental policies promote green growth, as measured by greenhouse gas productivity. Government spending for pollution abatement (GEPA) represents non-market environmental policies encompassing both enforcement regulations and stakeholder incentives, while policy dummy represents province specific targeted environmental policies. Using panel data from 1995 to 2020 across ten provinces of Canada, an empirical model based on STIRPAT has been developed and estimated, addressing various econometric issues to ensure the robustness and consistency of the results. The findings confirm that both GEPA and targeted environmental policies are crucial determinants in achieving green growth. Additionally, variables such as business sector expenditures for R&D, the share of renewable energy, per capita GDP, and population also contribute to green growth. These results highlight the importance of the stick-and-carrot approach as a key strategy and policy tool for sustainable development. The implications of these findings extend beyond Canada and hold valuable lessons for emerging and developing countries that predominantly rely on command-and-control regulations without adequate support. To effectively address the challenge of achieving green growth, a coordinated approach that combines targeted government spending and environmental policies, supported by innovation and renewable energy exploration, is essential. Overall, this study's findings have significant implications for environmental sustainability on a global scale. [Display omitted] • Examines the effect of targeted government spending and environmental policies on green growth in Canada. • Uses greenhouse gas productivity as an index of green growth. • Estimates the empirical model developed addressing advanced econometric issues related to panel data for 1995–2020. • Controls renewable energy, innovation, per capita income, population. • Have significant implications for environmental sustainability on a global scale. [ABSTRACT FROM AUTHOR]

• A novel bridge weigh-in-motion method is presented using parametric dynamic bridge-vehicle interaction formulation. • Modal parameters extracted from ambient vibration tests are used to accurately simulate the bridge structures. • The formulation offers superior computational efficiency since it eliminates the need for calibrated finite element models. • The proposed method resulted in accurate estimations even when the vehicle travel path differs from calibrations. • The Proposed method was validated using a full-scale case-study arterial highway bridge in Canada. Dynamic bridge weigh in motion systems use models that can simulate the dynamic behaviour of a bridge subjected to moving traffic. Currently available models use complex and computationally expensive Moving Force Identification (MFI) methods that utilize finite element models to estimate the bridge torsional and transverse dynamic behaviour. This paper presents a novel dynamic parametric BWIM method that utilizes the experimentally estimated modal parameters for simulating the response of a bridge structure to moving loads. The estimated modes of an in-situ structure inherently capture the true bridge behaviour for any generalized geometry, boundary conditions and load position. Therefore, it enables the complex torsional and transverse bending behaviour of the bridge to be captured. In this paper, the mathematical derivation of the analytical model is presented in detail, then model calibration and weighing procedures are outlined, followed by the validation of the proposed method using a full-scale case study arterial highway bridge in the Canadian Province of New Brunswick. The proposed dynamic BWIM method offers a novel solution for the development of real-time BWIM systems that is efficient to calibrate and accurate in vehicle identification. [ABSTRACT FROM AUTHOR]

There is strong evidence for climate change leading to a rise in temperatures and a change in precipitation trends. These environmental changes pose a threat to pavement infrastructure worldwide. Therefore, it is necessary to modify pavement design procedures to consider climate change. In addition, it is necessary to consider suitable pavement materials for future climate. The objective of this study is to develop a framework for selecting an appropriate adaptation strategy to mitigate climate change impact. To fulfill this, the influence of climate change on long-term pavement performance in Canada has been quantified over sixteen Canadian pavement sections located over various provinces in Canada. In addition, the fundamental causes of pavement deterioration due to climate change were determined using ten different climate change models. Various adaptation strategies such as upgrading asphalt binder grade, increasing the thickness of asphaltic concrete layer, increasing the base layer thickness, and using stabilized base layers were analyzed to reduce pavement deterioration and to extend the service life of the pavement. Unlike the other studies, pavement temperatures were determined using Enhanced Integrated Climate Model (EICM) to determine the change in binder grade for the future climate in the adaptation process. The study found that by 2070 all examined locations will require an upgrade in binder grade and the majority will require an upgrade in mixture gradation. Furthermore, the east and west coast will be more vulnerable to climate change and require additional measures in comparison to Central Canada. Newfoundland and Prince Edward Island are the only locations that will need to consider a change in asphalt thickness while British Columbia is the only location eventually requiring a stabilized base. This study emphasizes the necessity of climate change adaptation strategies for Canadian asphaltic concrete pavements. [Display omitted] • Different combinations of adaptation strategies are necessary at each location. • The Canadian coasts generally require more adaptation measures than Central Canada. • By 2070, all Canadian provinces will require an upgrade in asphalt binder. [ABSTRACT FROM AUTHOR]