The Ministry of Transportation of Ontario is the provincial ministry of the government of Ontario which is responsible for transport infrastructure and related law in Ontario. The ministry traces its roots back over a century to the 1890s, when the province began training Provincial Road Building Instructors. In 1916, the Department of Highways was formed and tasked with establishing a network of provincial highways. The first was designated on 1918, and by the summer of 1925, sixteen highways were numbered. In the mid-1920s, a new Department of Northern Development was created to manage infrastructure improvements in northern Ontario; it merged with the DOH on April 1, 1937. In 1972, the Department of Highways was reorganized as the Ministry of Transportation and Communications , which then became the Ministry of Transportation in 1987.The ministry is in charge of various aspects of transportation in Ontario, including the establishment and maintenance of the provincial highway system, the licencing and training of vehicles and drivers, and the policing of provincial roads, enforced by the Ontario Provincial Police.The MTO is responsible for:10.4 million registered vehicles8.5 million drivers55 driver examination centres & 37 travel points DES, as DriveTest Centres)281 privately owned Driver and Vehicle Licence Issuing Offices across the provinceGO Transit16525 kilometres of provincial highwayServiceOntario kiosks Wikipedia.
Engel-Yan J.,Hub and Station Planning |
Rudra M.,Ontario Ministry of Transportation |
Livett C.,Transportation Planning and Research |
Nagorsky R.,Transportation Planning and Research
Transportation Research Record | Year: 2014
At most suburban rail stations, park-and-ride is the dominant use and the preferred access mode for most riders. Many transit agencies are trying to reduce their reliance on park-and-ride facilities and to encourage greater access by more sustainable modes. The recently released TCRP Report 153: Guidelines for Providing Access to Public Transportation Stations outlines a process to identify multimodal access priorities at high- capacity transit stations, and to weigh the benefits and trade-offs. This paper presents a case study analysis of how this station access planning process could be adapted and applied to a commuter rail network. The analysis considered the GO Transit rail system, which at the time of the study operated more than 65,(MM) park-and-ride spaces across 62 stations in the Greater Toronto and Hamilton area of Ontario, Canada. In general, the TCRP process provided an effective approach to develop a strategic station access plan. However, several ways in which the process could he improved were identified. The paper recommends policy scenario analysis as a consultative and analytical approach to prepare a system wide station access policy. The paper also presents a decision making framework to assess parking needs at the individual station level and provides an example of ho w this framework was used to make tradeoffs during the station access planning process, with balanced investment in park-and-ride and other access modes. Overall, station access planning exercises should attempt to build recommendations from the top down (i.e., station access policy) and the bottom up (i.e., decision-making framework) to ensure that proposed solutions support the overall policy direction while they respond to the individual station context.
Turan A.,Ontario Ministry of Transportation |
Hinchberger S.D.,Hatch Ltd. |
El Naggar M.H.,University of Western Ontario
Journal of Geotechnical and Geoenvironmental Engineering | Year: 2012
This paper presents the results of vane shear, laboratory compaction, isotropic consolidation, cyclic triaxial, bender element, and resonant-column tests that were performed to characterize the dynamic properties of an artificial soil called modified glyben. Modified glyben comprises a mixture of glycerin, water, and bentonite that can be used in scaled model tests performed at 1 G or n G in a centrifuge to study seismic soil-structure interaction. The results described in this paper show that the vane shear strength, coefficient of consolidation, dynamic modulus, and damping ratio are strongly influenced by the viscosity of the pore fluid which can be varied by altering the ratio of glycerin-to-water. In addition, the properties of modified glyben are stable during prolonged exposure to air and multiple largestrain load cycles making it a suitable model soil for scaled model tests involving seismic soil-structure interaction. © 2011 American Society of Civil Engineers.
Groves P.,University of Waterloo |
Cascante G.,University of Waterloo |
Dundas D.,Ontario Ministry of Transportation |
Chatterji P.K.,Thurber Engineering Ltd
Canadian Geotechnical Journal | Year: 2011
A geophysical investigation was performed to evaluate the effectiveness of three geophysical methods (electrical resistivity imaging (ERI), seismic refraction (SR), and multiple-channel analysis of surface waves (MASW)) for geotechnical site characterization in swamps and environmentally sensitive wetland areas. The geophysical test results were verified against the results from borehole and cone penetrometer test logs. The ERI results were best for determining the depth to the glacial till. However, the resolution of the ERI survey was not sufficient to accurately predict the upper lithologies. The electrode spacing (4 m) was instead selected to reliably predict the depth to the till, which in this case varied between 4.6 and 10.7 m. The SR results overestimated the depth to the till because of the presence of a stiffness reversal. The MASW results predicted the depth to the refusal till layer less accurately than the ERI method. However, this method was able to detect the three distinct layers above the till, even though the layer thicknesses were consistently underestimated. The complementary use of geophysical techniques was a successful approach in determining the main soil units and the depth to the competent layer (till) at the site. These methods can be used as a basis for further development to optimize a procedure to reduce the number of boreholes required for conventional site investigations in areas that are environmentally sensitive or where access is restricted.
Kortright R.,Ontario Ministry of Transportation |
Wakefield S.,University of Toronto
Agriculture and Human Values | Year: 2011
Food security is a fundamental element of community health. Informal house-lot food growing, by providing convenient access to diverse varieties of affordable and nutritious produce, can provide an important support for community food security. In this exploratory assessment of the contribution home food gardening makes to community food security, in-depth interviews were conducted with gardeners in two contrasting neighborhoods in Toronto, Canada. A typology of food gardeners was developed, and this qualitative understanding of residential food production was then assessed from a community food security perspective. It was found that growing food contributes to food security at all income levels by encouraging a more nutritious diet. The sustainability of household food sourcing and gardeners' overall health and well-being also increased with food production. Secure access to suitable land to grow food and gardening skills were the most significant barriers found to residential food production. © 2010 Springer Science+Business Media B.V.
Rahman M.A.,Ontario Ministry of Transportation |
Sritharan S.,Iowa State University
PCI Journal | Year: 2015
This paper presents an investigation of seismic performance of precast, posttensioned concrete jointed wall systems designed for five-, seven-, and ten-story buildings. These buildings were designed using the direct displacement approach to reduce the design base shear compared with the force-based design approach. Using earthquake motions of different intensities, the performance of each building was evaluated using response parameters such as the maximum transient interstory drift, floor acceleration, and residual interstory drift. The three buildings performed satisfactorily in terms of the maximum transient interstory drift and residual interstory drift for all seismic events. In some cases the maximum floor accelerations of the sevenand ten-story buildings exceeded the acceptable limits, and thus a strategy to control floor accelerations in these buildings by modifying the wall dimensions is suggested. It was identified that the low-rise building achieved transient interstory drifts closer to the acceptable limits than the taller buildings. An opposite trend was observed regarding the floor acceleration. In taller jointed wall systems, the average interstory drift of the building was less sensitive to the increase in maximum interstory drift than that in a low-rise, jointed wall system.