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On-demand transit (ODT) has been widely piloted in recent years by many transit agencies in response to changing travel behaviour and preferences among people. Some agencies have adopted ODT to replace underperforming bus routes, as part of a continuous service planning process while others incorporated it within network re-design. All these trends highlight the critical need for transit agencies to have guidance for incorporating ODT into transit network planning both at the strategic, tactical, and service planning levels. Thus, the purpose of this research is to provide a discussion of the key guiding principles to facilitate the development of transit networks with integrated on-demand and scheduled services. To achieve this goal, a thorough review of the states of practice and research was conducted. Findings from the practice review were also reinforced through ODT practitioners' engagement in Canada. This paper provides discussions on the service goals and objectives of an integrated network design and highlights the key planning requirements for developing integrated networks. At the service planning level, the paper provides a discussion on service goals, service design parameters, and scenario development of ODT service. • On-demand transit (ODT) have grown in many cities around the globe, mostly as pilot projects. • Review of the literature and practice shows that planning for ODT is based on best practices , without "built" guidelines. • Principles of planning are discussed within two applications, the network design level, and the service planning level. • Opportunities of integration and mode selection criteria are defined to integrated ODT with existing bus network. • Simulation and analytical tools are useful to complement the principles of planning in the decision-making processes. [ABSTRACT FROM AUTHOR]

• Bike-sharing networks have a small-world property. • The connectivity of bike stations is highly related to their accessibility, while not to their intermediateness. • The spatial distributions of connectivity and accessibility of bike stations have a strong spatial autocorrelation. • Bike-sharing networks have a polycentric structure. To solve the last-mile problem and promote low carbon transportation, hundreds of cities around the world have launched bike-sharing services. A growing number of studies have been mining bike-sharing data from different cities to understand bike-sharing systems. However, there is still a lack of comprehensive understanding of a bike-sharing network structure. Thus, this paper attempts to use complex network theory and spatial autocorrelation analysis approaches to examine structural properties of bike-sharing systems, quantify the importance of bike stations in the network, and evaluate their spatial clustering patterns. This research analyzes bike-sharing trip data from five different sized bike-sharing systems in the United States, Canada, and China. The results of network analysis reveal that the bike-sharing networks have a small-world property with a small average path length and a high clustering coefficient. Compared with medium-scale networks, the connectivity and accessibility of bike stations are relatively low in the large-scale bike-sharing network. Also, the connectivity of bike stations is positively related to their accessibility while they are not highly correlated with their intermediateness. The spatial clustering analysis results indicate that the spatial distributions of connectivity and accessibility of bike stations have a strong global spatial autocorrelation. Also, the stations with high connectivity and accessibility are concentrated in the urban centers, and the stations with low connectivity and accessibility are clustered in the periphery of the urban areas. However, their intermediateness does not show a strong global spatial clustering pattern, which implies that bike-sharing networks consist of multiple sub-groups. The findings provide new insights for transport planners and managers to understand bike-sharing systems and to improve their service quality. [ABSTRACT FROM AUTHOR]

Abstract: This paper aims at estimating the economic impact of a supply change in the bus transit service in a Canadian city of medium size. By using a quasi-experiment approach and a difference-in-differences (DID) estimator, it evaluates the impact of the introduction of a rapid bus transit (RBT) in Quebec City (Canada) through a spatio-temporal analysis of house price variations. The hedonic price model shows that the new service generates an increase in house price ranging from 6.9% to 2.9%, for those properties located close to the service corridor where the population is quite dense and where the service was offered initially. Using sales transaction data and municipal assessment records from 1997, the effect on price is translated into an economic impact for the whole region. The paper shows that the improvement in public transit supply generates, for Quebec City, a significant fiscal impact estimated to $6M and a plus-value for properties owners close to $35M over 12years. Finally, the implications of this kind of analysis for urban planning and development are discussed. [ABSTRACT FROM AUTHOR]

Abstract: Recent advancements in computing and geographic information systems (GIS) have revolutionized the development of planning support systems (PSSs) to study and simulate the future of travel demand in urban areas. While travel demand models have been widely developed and used to inform the urban planning process, very little has been done to explicitly account for demographic changes and the ageing of population within such models. The work in this paper bridges this gap by describing the development and application of IMPACT (integrated model for population ageing consequences on transportation), a GIS-based PSS capable of assessing the ramifications of demographic changes, including population ageing, on the performance and usage of urban transportation systems. Unlike existing operational PSSs, IMPACT possesses unique and novel features that enable it to model demographic changes and urban travel demand for various age cohorts. Through the simulation of scenarios for varying fertility rates, the paper explores and quantifies the impacts of ageing and population age-structure changes on travel patterns in the census metropolitan area (CMA) of Hamilton in Ontario, Canada. The analysis suggests a consistent increase in the number of trips and mobility levels of elderly drivers, as a result of population ageing over time. Furthermore, increases in fertility rates could significantly impact the usage and performance of the transportation system for certain periods of the day, by the year 2031. Results such as these are important to consider when planning the future of cities. The findings in this paper provide new insights into the future of urban travel in the Canadian context. [Copyright &y& Elsevier]

This paper analyzes the transferability of a composite walkability index, the Pedestrian Index of the Environment (PIE), to the Greater Montréal Area (GMA). The PIE was developed in Portland, Oregon, and is based on proprietary data. It combines six urban form variables into a score ranging from 20 to 100. The measure introduces several methodological refinements which have not been applied concurrently in previous efforts: a wide coverage of the different dimensions of the urban form, together with the use of a distance-based decay function and modelling-based weighing of the variables. This measure is applied to the GMA using local data in order to evaluate the feasibility of its transfer (the possibility of locally replicating the measure). It is then included in a series of mode choice models to assess its transferability (the capacity of the measure to describe walkability and predict mode choice in another urban area). The models, segmented by trip distance or trip purpose, are estimated and validated against observed trip data from the 2013 Origin-Destination survey. Significant positive correlation is found between the PIE and the choice of walking for short trips, for all purposes as well as for four specific trip purposes. The inclusion of the PIE also improves the accuracy of the modelling process as well as the prediction of the choice of walking for short trips. The PIE can therefore be used in the GMA, and potentially in other metropolitan areas, to improve the modelling of travel behavior for short trips. [ABSTRACT FROM AUTHOR]

Plug-in hybrid electric vehicles (PHEVs) have the potential to decrease greenhouse gas emissions given certain power generation profiles. The adoption of PHEVs is associated with significant social, economic, environmental, and health benefits. However, most researchers in literature generally estimate emissions using national averages of emission data. The purpose of this paper is to address this gap. Specifically, we estimated CO 2 emissions of PHEVs using a life-cycle analysis in 8 Canadian cities (Vancouver, St John's, Charlottetown, Halifax, Montreal, Toronto, Regina, and Calgary). We found that across Canada the varying electricity generation profiles affected the potential reduction benefit in life-cycle CO 2 emissions. For example, 95% of the energy in the province of Alberta was generated from fossil fuels, which emited a high amount of GHGs. Consequently, Calgary (city located in Alberta) had the highest CO 2 life-cycle emissions for PHEVs, where electricity generation accounted for 61% of the total emissions. Conversely, the provinces of British Columbia (BC) and Quebec (QC) used 86% and 98% clean energy, respectively. The cities evaluated in our analysis that are located in these provinces (i.e., Vancouver, BC and Montreal, QC) presented the lowest CO 2 emissions from electricity generation with less than 4% of the total PHEV emissions. Our study provides insight for policy makers about direct investment in EV incentives across Canada and where these incentives could be focused. Our study results reiterated that to reduce CO 2 emissions considerably, promotion of PHEVs should be integrated with renewable electricity generation options. [ABSTRACT FROM AUTHOR]

Urban centres in the US, Britain and Canada have responded to identified visible 'social problems' such addiction, mental health and homelessness by providing some supportive housing for the urban poor and marginalized. While some critics have questioned what supportive housing specifically entails in terms of the built environment, what remains under explored, though a growing area of concern, is the relationship between surveillance and supportive housing for urban residents identified as having addiction and mental health problems - a gap addressed in this paper. Drawing upon qualitative ethnographic observational data we examine some of the measures of control and coercion that are encroaching into social housing primarily established for poor and marginalized people with addiction and mental health problems in the urban centre of Vancouver, Canada. We witnessed three modes of regulation and control, that vary widely, among the residencies observed: physical surveillance technologies; site-specific modes of coercion; police presence and staff surveillance, which all together impact the everyday lives of residents living in low-income and supportive housing. We argue that supportive housing has the potential to provide its intended commitment - safe and secure affordable housing. However, owing to an (over)emphasis on 'security', the supportive housing we observed were also sites of social control. [ABSTRACT FROM AUTHOR]

In this paper, environmental sustainability performance assessment of 27 U.S. and Canada metropoles is addressed. A four-step hierarchical fuzzy multi-criteria decision-making approach is developed. In the first step, the proposed methodology is established by determining the sustainability performance indicators (a total of 16 sustainability indicators are considered), collecting the data and contacting experts from academia, U.S. government agencies and within the industry. In the second step, experts are contacted and the entire list is finalized; sustainability performance evaluation forms are delivered; and then expert judgment results are obtained and quantified, respectively. In the third step, the proposed Multi-criteria Intuitionistic Fuzzy Decision Making model is developed and sustainability performance scores are quantified by using the collected data, multi-criteria decision making model and sustainability indicator weights obtained from expert judgment phase. In the final step, the sustainability scores and rankings of the 27 metropoles, results analysis and discussions, and statistical highlights about the research findings are provided. Results indicated that the average sustainability performance score is found to be 0.524 over scale between 0 and 1. The metropole with the greatest sustainability performance score is found to be New York with 0.703 and the poorest performing city is identified as Cleveland with 0.394. The results of the statistical analysis indicate that the greatest significant correlations are obtained with carbon dioxide (CO 2 ) emissions per person (−0.749 – significant negative correlation with sustainability performance score) and share of workers traveling by public transport (+0.753 – significant positive correlation with sustainability performance score). Therefore, the CO 2 emissions and public transport are found to have the most significant impact on the sustainability scores. [ABSTRACT FROM AUTHOR]

This paper investigates the fuel efficiency of commercial hybrid electric vehicles (HEVs) and compares their performance with respect to standard gasoline vehicles in the context of cold Canadian urban environments. The effect of different factors on fuel efficiency is studied including road driving conditions (link type, city size), temperature, speed, cold-starts and eco-driving training. For this study, fuel consumption data at the link level in real-world conditions was used from a sample of 74 instrumented vehicles. From the study fleet, 21 vehicles were HEVs. Among other results, the beneficial fuel efficiency merits of hybrid vehicles were demonstrated with respect to gasoline cars, in particular at low speeds and in urban (city) environments. After controlling for other factors, sedan HEVs were 28% more efficient than sedan gasoline vehicles. However, the low temperatures (below 0 °C) observed regularly during winter season in the study cities were identified as a detrimental factor to fuel economy. In winter, the fuel efficiency of HEVs decrease about 20% with respect to summer. Other factors such as eco-driving training, city size, cold start and vehicle type were also found to be statistically significant. [ABSTRACT FROM AUTHOR]

Abstract: Local food movements have emerged in many parts of Canada to support local farmers, sustain the regional food supply, encourage the consumption of healthier foods, and address environmental concerns associated with conventional agriculture. The implementation of food localism to date, however, has remained primarily the responsibility of consumers. This paper seeks to examine the practical realities of individual consumer localism in order to understand how food localism operates at the household level. Local food scholarship and empirical data from a recent study of Canadian farmwomen’s food provisioning practices are used to assess the feasibility and implications of buy local and eat local messages for consumers. In particular, physical access to local food markets, financial constraints to buying local and food self-provisioning, and (gendered) labor requirements are examined in detail. Findings suggest that encouragement by local food advocates to ‘buy local’ and ‘grow food’ are not simple transactions for households; rather, such practices must be considered within the broader food provisioning context and the structural constraints therein. Although well-intentioned, these urgings delegitimize real constraints that exist for many individuals and households, in particular those outside of well-serviced urban areas, those who are food insecure, and those without the necessary resources (time, labor, skill, and expertise) to engage in local food provisioning. The ability of consumers to engage in individual localism will be limited as long as the broader context in which food provisioning activities are undertaken is ignored. [Copyright &y& Elsevier]

Abstract: The objective of this paper is to investigate the factors that influence distance traveled by individuals in Canadian urban areas, with a particular focus on three population segments thought to face the risk of mobility challenges: the elderly, low-income people, and members of single-parent households. Data obtained for three large urban centers – Hamilton, Toronto, and Montreal – are analyzed using spatial expansion models, a technique used to obtain spatially-varying coefficients that help to tease out contextual person-location variations in travel behavior. Detailed geographical results help to enhance our understanding of the spatiality of travel behavior of the population segments of interest. Substantively, the results provide evidence of significant interactions between location, various demographic factors, and mobility tools. More specifically, the results evince patterns of mobility that are significantly different from the mainstream population, particularly in suburban settings, in ways that are indicative of mobility challenges. [ABSTRACT FROM AUTHOR]

Abstract: Social health inequalities are smaller in rural than urban areas because, some argue, people’s social conditions are estimated at a small-area level, hiding variability at the individual or household level. This paper compares inequalities in survival according to an individual and area-based version of a deprivation index among a large sample of Canadians living in various urban and rural settings. Results show that survival inequalities in small towns and rural areas are lower than elsewhere when an area-based index is used, except in the remote hinterland, but of equal magnitude when the individual version of this index is considered. [Copyright &y& Elsevier]

Abstract: Overweight/obesity represent a significant public health problem in Canada and abroad. The objective of this paper is to identify potential associations between overweight/obesity and individual as well as socio-environmental determinants. The data sources used are the 2003 Canadian Community Health Survey and the Desktop Mapping Technologies Incorporated database. Geographical Information Systems are first employed to create neighbourhood-level variables such as neighbourhood walkability and fast food accessibility. Multivariate analysis is then applied to estimate the relative effects of individual- and neighbourhood-level risk-factors of overweight/obesity. Results demonstrate the important role of the built-environment after adjustment for demographic, socio-economic and behavioural characteristics. Findings support the rationale that reversing current trends will require a multifaceted public health approach where interventions are developed from the individual- to the neighbourhood-level, with a particular focus on altering obesogenic environments. [Copyright &y& Elsevier]

Abstract: This paper examines six Western Canadian communities in order to explore how existing local hockey franchises have been used for tourism development purposes. Themes emerging from interviews with 24 prominent members of the communities, including tourism and economic development officers, team owners and managers, arena operators, and mayors, are discussed. Efforts made by select local business owners and operators are outlined. While franchises are considered integral parts of their local communities that generate significant exposure, they remain an untapped tourism development opportunity. The discussion revisits the literature on small cities and tourism development. Recommendations are then made to develop more comprehensive, city-initiated development strategies that emphasize the team's importance as a winter activity that celebrates the sport and local culture. [Copyright &y& Elsevier]

Snow removal and disposal are important and expensive winter operations in many cities. When a large amount of snow accumulates in an urban area and impedes traffic, the snow must be removed to snow disposal sites. This paper first briefly describes snow disposal operations in Montreal, Quebec, Canada. It then presents models and efficient algorithms for partitioning a city into sectors for snow disposal operations, and for assigning the sectors to disposal sites. These algorithms are incorporated in a decision support system (DSS) built on a geographic information system. The DSS provides initial solutions, and allows the planner to interactively design sectors to incorporate difficult constraints. Results and some sensitivity analyses are presented for the City of Montreal. [Copyright &y& Elsevier]

In recent years, the number of poor in Canadian cities has been dramatically increasing. The poverty rate for families, especially for single-parent mothers, has remained at an unacceptably high level, thereby rendering more than a million children in poverty. The number of families suffering from long-term unemployment has risen. Educated young people have trouble finding work. It is getting harder for many poor people to work their way out of poverty. The number of people using food banks has doubled, and the number of communities with food banks has tripled. The government spending cuts on social programs raise the prospect of ever increasing rates of poverty for the next century. This paper attempts to examine the policies aimed at, and services provided by, different levels of government, nongovernmental organizations, the private sector, and community groups. The author evaluates different models of poverty alleviation programs, and argues in favor of the self-help model of reducing poverty. [ABSTRACT FROM AUTHOR]

Private sector actors play important roles in urban governance systems, including by supporting innovation, responding to new opportunities, and exercising control over a significant proportion of resource consumption and environmental degradation. Yet, there is a dearth of knowledge regarding the role of small- and medium-sized enterprises (SMEs) in urban sustainability governance. Responding to this gap, this study examines how SMEs are mobilized in sustainability initiatives in the Greater Toronto Area (GTA), Canada. The paper does so by presenting analysis of a database of 130 initiatives and 53 interviews. The results demonstrate limitations of existing governance strategies in enrolling SMEs in sustainability governance – a problem which we conceptualize as a 'governance divide.' This divide consists of three interconnected phenomena: 1) practical barriers related to engaging SMEs in sustainability-oriented policy-making and programs; 2) cognitive barriers created by differences in approach, language, and modes of operation between the public sector and SMEs; and 3) normative barriers produced by viewing SMEs as performing predominantly economic functions in society. We conclude that increasing the inclusion of SMEs in local sustainability efforts may unlock greater opportunities for transformative change. • The study explores how SMEs are engaged in and targeted by urban sustainability initiatives. • Three dimensions of a 'governance divide' exclude SMEs from urban sustainability governance. • Inclusion of SMEs in urban interventions may unlock greater potential for transformative change. [ABSTRACT FROM AUTHOR]

Area feeder long-term load forecast (LTLF) is one of the most critical forecasting tasks in electric distribution utility companies. Cost effective system upgrades can only be planned out based on accurate feeder LTLF results. However, the commonly used top-down and bottom-up LTLF methods fail to combine area and feeder information and cannot effectively deal with component-level LTLF. The previous research effort on hybrid approach that aims to combine top-down and bottom-up approaches is very limited. The recent work only focuses on the forecast of the next one-year and uses a one-fit-all model for all area feeders. In response, this paper proposes a novel selective sequence learning method that can convert a multi-year LTLF problem to a multi-timestep sequence prediction problem. The model learns how to predict sequence values as well as the best-performing sequential configuration for each feeder. In addition, unsupervised learning is introduced to automatically group feeders based on load compositions ahead of learning to further enhance the performance. The proposed method was tested on an urban distribution system in Canada and compared with many conventional methods and the existing hybrid forecasting method. It achieves the best forecasting accuracy measured by three metrics AMAPE, RMSE and R-squared. It also proves the feasibility of applying sequence learning to multi-year component-level load forecast. • Converts a multi-year LTLF problem to a multi-timestep sequence prediction problem. • Can incorporate area and feeder level information in multiple historical years. • Can be used to forecast multiple years in the future. • Best sequential configurations can be automatically learned for different feeders. • Unsupervised learning is adopted to further enhance forecasting accuracy. [ABSTRACT FROM AUTHOR]