Academic literature on the topic 'Montreal (quebec), description and travel'

Abstract Introduction/Background The Canadian Paediatric Society (CPS) recently released the “Global climate change and health of Canadian Children” statement. As climate rapidly evolves from “change” to “crisis” there is an increasing pressure toward sustainable conferencing. Knowing the value of attending meetings, the growing body of literature evaluating travel-related carbon cost and convention sustainability can inform environmental harm minimization. Conferences can pressure venues to increase sustainability by choosing sites and venues wisely and communicating their requirements to rejected venues. They can also offer carbon offset purchase through credible companies (e.g. Gold Standard). Over the last 10 years the CPS has conducted its Annual General Meeting (AGM) at host cities that reflect Canada’s large geographic footprint. Venues included both hotel and standalone conference centers. There is no published evaluation of sustainable practices for CPS meetings. Objectives Evaluate the past 10 CPS Annual General Meetings (AGMs) for: Design/Methods Travel-related carbon cost was estimated with a round-trip calculator for economy seating the most direct available flights (https://co2.myclimate.org/en/offset_further_emissions). Cities of origin for attendee were the 11 CaRMS-matched pediatric residency training programs (https://www.carms.ca/match/psm/program-descriptions/). Venues were evaluated based on current publicly available self-reported information using conference sustainability criteria suggested through a literature review and public rating tools (Green Key, Quality Standards of the International Association of Convention Centres). Ground transportation from the airport was scored /3 by: public transport from airport (1), formal shared transport (1), fee deterrence for parking (1). Venue type was split by hotel-associated (H) and standalone convention centre (CC) meeting facilities. Sustainability of meeting facilities was divided into supports /2 (rentable supports, links to local vendors, catering and personnel) for exhibitors (1) and event planners (1), policies /3 by: sustainability, promotion of a green community (1), and waste management (1), and walkability from accommodation /1. Results The last 10 CPS AGMs were held in western (3; Vancouver 2010, Edmonton 2013, Vancouver 2017), eastern (1; Charlottetown 2016) and central (6; Quebec City 2011, London 2012, Montreal 2014, Toronto 2015, Quebec City 2018, Toronto 2019) provinces; in 2020 it is in Vancouver. Central Canada sites had the lowest air travel carbon cost per attendee. Average air travel-related carbon cost per attendee for different host cities ranged from 0.479 (London) to 0.919 (Vancouver) tonnes, with Ontario and Quebec sites averaging 0.518, Charlottetown 0.654 and Edmonton 0.756 tonnes. Ground transportation scores differed by city from Montreal (3/3 with public transit, formal transportation share and parking fees to dissuade driving) to London (0/3), with more favorable public transit options in larger cities. Venues differed when divided by hotel with meeting facilities (H) vs standalone conference center (CC), with CC outranking H for clearly posted sustainability plans (1.6 vs 1.2/2; 2=venue-specific, 1=company chain policy, 0=no plan), green and sustainable community building plans (1.6 vs 1.2/2; 2=greening local communities, 1=company chain policy, 0=no plan) and green waste management policies (1.2 vs 0/2; 2=venue-specific, 1=company chain policy, 0=no plan). Walkable accommodation was equal and present for all venues, with attached accommodation for all but one CC (Montreal), which had immediately adjacent hotels available. Conclusion As expected, the carbon cost of air transportation per attendee was lower in central provinces. Ground transportation from the airport was better in larger host cities. Standalone conference centres had more sustainable event support and locally focused policies regarding sustainability, environmentally friendly community building initiatives and waste management solutions, three major components of “greening” conferences. Based on the available resources across Canada, we recommend that the CPS considers these sustainability criteria in planning future events.

Scolopostethus affinis, a species native to the Palearctic region, is reported from two localities in Montreal, Quebec. The species appears established and breeding in Quebec and is a new alien species in North America. A description of S. affinis is given, with illustrations, and details of the life cycle and diagnostic characters.

The growth rate of adults older than 65 in Canada is increasing more rapidly than the population as a whole. This increase is reflective of the aging baby boomer population. That population is known to have a strong attachment to automobiles, which might be reflected in their travel behavior as they move toward different stages in their older life. The purpose of this paper is to contribute to the understanding of the travel behavior, mainly public transit usage, of Canada’s older population relative to younger cohorts. A pseudocohort analysis was conducted in Montreal, Quebec, Canada, of residents who were 50 or older to follow changes in public transit use of similarly aged respondents from 1998 to 2013. The results revealed that older generations used public transit more than younger generations did at the same age. In addition, the most recent survey year showed a stagnation of transit use across all age groups. Differences in transit use between males and females were more pronounced in earlier cohorts, but the difference was decreasing in more recent years. These findings add to the growing body of work suggesting that the nature of transportation behavior in seniors is changing, and accordingly planners and engineers cannot expect the baby boomer generation to behave the same way as previous generations. Addressing the transportation needs of seniors around the world will be an important challenge for planners and engineers, as the population of seniors is growing more rapidly than the population as a whole in the majority of developed countries. This growth imposes new challenges on the transportation system because of differences in the travel behavior of today’s older adults compared with that of previous cohorts of seniors.

La parution en 2010 d’Eva et Ruda : récit à deux voix de survivants de l’Holocauste, d’Eva Roden et Rudolph Roden constitue pour le Centre commémoratif de l’Holocauste à Montréal un moment charnière : « c’est la première fois au Québec qu’une maison d’édition publie un témoignage de survivants montréalais en langue française. » Un examen narratologique des actes de résistance relevés dans le discours descriptif met d’abord ici en évidence un soulignement des modalités du « faire » autorisant une esquisse du personnage-résistant. L’analyse révèle ensuite chez le descripteur-résistant cette fois, un projet de résistance à l’oubli sous-tendu par la mise en place de deux stratégies à vocation rhétorique : l’« assimilation par reformulation » et les « plans comparatifs. » L’étude permet enfin de distinguer certaines marques de genre propres à la littérature concentrationnaire.The publication in 2010 of Eva et Ruda : récit à deux voix de survivants de l’Holocauste, by Eva Roden and Rudolph Roden, constitutes a turning point for the Montreal Holocaust Memorial Centre: “It is the first time in Quebec that a publishing house has published a testimony by Montreal survivors in French.” A narratological examination of the acts of resistance found in the descriptive discourse first highlights an underlining of the modalities of “doing” that allow for an outline of the character-resistance. The analysis then reveals in the describer-resistant, this time, a project of resistance to oblivion underpinned by the implementation of two rhetorical strategies: “assimilation by reformulation” and “comparative plans”. Finally, the study makes it possible to distinguish certain marks of genre specific to concentration camp literature.

AbstractThis paper is a revised and updated edition of a previous description of the Quebec Newborn Twin Study (QNTS), an ongoing prospective longitudinal follow-up of a birth cohort of twins born between 1995 and 1998 in the greater Montreal area, Québec, Canada. The goal of QNTS is to document individual differences in the cognitive, behavioral, and social-emotional aspects of developmental health across childhood, their early genetic and environmental determinants, as well as their putative role in later social-emotional adjustment, school, health, and occupational outcomes. A total of 662 families of twins were initially assessed when the twins were aged 6 months. These twins and their family were then followed regularly. QNTS now has 16 waves of data collected or planned, including 5 in preschool. Over the last 24 years, a broad range of physiological, cognitive, behavioral, school, and health phenotypes were documented longitudinally through multi-informant and multimethod measurements. QNTS also entails extended and detailed multilevel assessments of proximal (e.g., parenting behaviors, peer relationships) and distal (e.g., family income) features of the child’s environment. QNTS children and a subset of their parents have been genotyped, allowing for the computation of a variety of polygenic scores. This detailed longitudinal information makes QNTS uniquely suited for the study of the role of the early years and gene–environment transactions in development.

Advanced traveler information systems provide travelers with pre-trip and en route travel information necessary to improve the trip decision making process based on various criteria (e.g., avoiding the negative impacts of traffic congestion, selecting specific travel modes, etc.). This study investigates an adaptive routing methodology for multimodal transportation networks. To integrate transit networks, the model takes into account both the predefined timetables of public transportation services and the variability of travel times. A graph theory based methodology is proposed to capture travel behavior within a multimodal network. The study advances a routing algorithm based on Markov decision processes. Special network modeling elements were defined to allow the developed algorithm to select the most efficient transportation mode at each junction along a given route. The proposed methodology is applied to a small real-world network located in the central business district area of Montreal, Quebec. The network includes bus, subway, and bicycle transportation facilities. The simulations were run under the assumption that users do not use private vehicles to travel between arbitrary selected origin and destination points. The developed routing algorithm was applied to several simulation scenarios. The results identified what is the most efficient combination of transportation modes that the travelers have to use given certain traffic and transit service conditions. Larger and more complex networks of motorized and non-motorized modes with stochastic properties will be investigated in subsequent work.

As carsharing becomes increasingly popular throughout the world, it would be of interest to understand better the underlying characteristics of the trips made by members when they use the cars. To date, few studies have reported carsharing trip details. This paper presents a methodology to analyze three components of a station-based carsharing member's journey: the locations of the stops, the attributes of the trips, and the characteristics of the trip chains. The method is based on the processing of Global Positioning System traces collected onboard car-sharing vehicles; a 5-min stop criterion is used to divide the trip chains into separate trips. The case study involves the Communauto system in the Greater Montreal area, Quebec, Canada. The study shows that carsharing members make more trips within their trip chains than typical car owners do. However, those trips are shorter and are often made for purposes other than work (shopping or visiting, for example). Members tend to maximize the use of the cars during the rental period (the members are on the move up to 50% of the time for short trip chains and 30% of the time for longer trips).

Many emerging technologies have been developed to supplement and contribute to conventional household travel surveys for transport-related data collection. A great deal of research has concentrated on the inference of information from global positioning system (GPS) data and data collected from mobile phones; methods for inferring transit itinerary have not received much attention. Automatic detection of transit itineraries from smartphone travel surveys could be used by planning agencies to predict transit demand and help in analysis of transit planning scenarios. This paper describes a proposed approach to infer transit itinerary smartphone travel survey and general transit feed specification data from Montreal, Quebec, Canada. Transit trips from the 2013 household travel survey were recreated and recorded with the DataMobile smartphone travel survey from May to July 2016. Transit itineraries were then validated—that is, collected data were associated with transit routes for all parts of the trips. The proposed transit itinerary inference algorithm was then applied to these validated data. The approach relied on the notion of transit route ambiguity—that is, because transit routes can overlap, any attempt to associate GPS data with routes when routes do overlap will result in ambiguity in identifying which routes were actually used. The proportion of transit trips with associated transit routes that were ambiguous was calculated under different assumptions, rules, and eventually a simple algorithm. Findings indicate that, by using this approach, 94.2% of transit trip distance can be assigned to either one transit route or walking, and thus there is reduced ambiguity. This resulted in 87% correct prediction of transit routes.

ABSTRACT The Quebec Region's shoreline description of the St. Lawrence River began in 1985 with the first shoreline interpretation by Environment Canada. This description was available as a paper version and was no longer adequate for oil spill response. An update was required in order to split the shoreline into segments and to digitize the information. A partnership was developed between Environment Canada, Eastern Canada Response Corporation and the Canadian Coast Guard to conduct the aerial survey and to do the segmentation. The cartography of segmentation covers the fluvial part of the St. Lawrence River (Montreal Region) up to the Gulf (including the Lower-North Shore and the St. Lawrence Islands). The database, developed specifically for that project, is oil spill-oriented. It includes geomorphologic information, from the supratidal to the lower intertidal zone, some statistical information and other requirements for the cleanup operation. For this operational database, useful for the response operation, links were developed with other databases and specialized oil spill software. The first system is GENIE Web, which is a Georeference Environmental Network for Information Exchange on the Web. The second system, ShoreAssess©, is a managing tool for SCAT teams in the field. Finally, a partnership with the Geography Department at the Université du Québec in Rimouski (UQAR) will help us to keep the St. Lawrence River coastal evolution up to date.

Retaining and increasing public transport ridership is a centerpiece of many strategies to address both the climate crisis and public health challenges. Understanding how and why commuters choose or reject public transport as a viable option or actual mode is, thus, central to policymakers’ efforts. This study makes use of a detailed travel-behavior survey conducted at McGill University in Montreal, Quebec, to answer two key questions: 1) What factors influence travelers’ perception of public transport as a reasonable commuting option? and 2) From among those travelers that do consider public transport to be reasonable, what factors influence their final decision to use it? One important finding is that there is sometimes a disconnect between the factors that influence a person’s initial assessment of reasonableness and subsequent mode choice. For example, car owners were paradoxically more likely to consider public transport a reasonable option but significantly less likely to use it. More generally, another important finding of this study is that there may be a sizeable contingent of travelers who consider public transport to be a reasonable or viable option but nonetheless decline to use it. These travelers may be easier to convert to public transport than those who do not already consider it a reasoanble option, making it important for policymakers to understand their motivations. Ultimately, public transport agencies may be able to use this type of information to develop policies better targeted at bolstering ridership.

Au Québec, en 2007, plus de 1 384 000 voyages internationaux ont été effectués. Ce nombre est 50 % plus élevé qu'il ne l'était en 2000. Conséquemment, le comité consultatif québécois sur la santé des voyageurs (CCQSV) a émis, comme priorité en 2008, de dresser un portrait actuel de l'épidémiologie et du fardeau lié aux maladies acquises en voyage. OBJECTIFS Décrire l'épidémiologie des 4 maladies à l'étude au Québec, entre 2004 et 2007. Secondairement, comparer certains résultats avec une étude antérieure pour 3 de ces maladies et valider une variable nommée "ÉPISODE ACQUIS HORS QUÉBEC" ajoutée au fichier provincial des maladies à déclaration obligatoire (MADO) en 2003. DEVIS : Étude descriptive transversale des cas de fièvre typhoïde, d'hépatite A, de malaria et de shigellose. DONNÉES ET MÉTHODOLOGIE: Les cas des quatre maladies à l'étude, inscrits dans le fichier MADO, entre les années 2004 et 2007, ont été analysés avec l'information disponible dans les enquêtes épidémiologiques. Pour les cas de shigellose, un échantillonnage a eu lieu. Les variables ont été colligées par un seul évaluateur à l'aide d'une grille pré-testée. La qualité des données a été validée par une double collecte et une double saisie. Lorsque possible, les données concernant l'ensemble des voyageurs, et non seulement les cas, ont été tirées des données sur les voyages internationaux de STATISTIQUE CANADA. La sensibilité et la spécificité de la variable "épisode acquis hors Québec" ont été calculées en comparant l'information inscrite au fichier MADO avec celle des questionnaires d'enquête épidémiologique des directions de santé publique, considérés comme l'étalon or. L'étude de Provost et al. (2006) a été utilisée aux fins de comparaisons. RÉSULTATS: La proportion de cas liés aux voyages a été calculée : malaria (78,3 %), fièvre typhoïde (73,4 %), shigellose (50 %) et hépatite A (35,8 %). Le nombre de cas déclarés durant la période varie de 55 cas pour la fièvre typhoïde à 760 cas pour la shigellose. L'incidence annuelle moyenne (par 100 000 personnes) liée aux voyages pour la période 2004-2007 est de 0,59 pour la malaria, 0,13 pour la fièvre typhoïde, 0,49 pour la shigellose et 0,44 pour l'hépatite A. Les immigrants qui retournent visiter la famille et les amis (VFA). sont importants en proportion chez les cas de malaria (52,9 %). Les cas d'hépatite A surviennent davantage durant les voyages de plus de deux semaines (75,6 %). Une proportion importante des cas d'hépatite A provient de l'Afrique (28,3 %). Le sous-continent indien obtient le rapport du nombre de cas sur le nombre de voyages le plus élevé pour la fièvre typhoïde, l'hépatite A et la shigellose. La shigellose se démarque des autres maladies avec une majorité de cas chez les touristes (76,1 %) et les cas surviennent principalement lors de courts séjours d'une semaine ou moins (39,6 %). La variable "ÉPISODE ACQUIS HORS QUÉBEC" du fichier MADO présente encore une proportion importante de dossiers ou l'information est inconnue (28,6 %) pour les maladies à l'étude. En excluant les données inconnues, la variable présente une sensibilité de 97,5 % et une spécificité de 98,5 %. Comparativement à la période 2000-2002, la proportion de cas chez les VFA a augmentée pour la malaria et la fièvre typhoïde. La proportion de cas de malaria contractés en Afrique sub-saharienne a aussi augmentée (87,2 % vs 72 % en 2000-2002). CONCLUSIONS Les 4 maladies à l'étude sont encore des maladies fréquentes chez les voyageurs internationaux québécois. Les voyageurs à destination de l'Afrique et du sous-continent indien méritent une attention spéciale, tout particulièrement les voyageurs du type VFA. Les touristes devraient être avisés du risque de shigellose malgré la vaccination contre d'autres maladies. Il est recommandé d'uniformiser le format des questionnaires d'enquête au niveau provincial et de sensibiliser les professionnels à l'importance de saisir le pays d'acquisition au fichier MADO. Malgré l'excellente sensibilité et spécificité de la variable, il est conseillé de l'utiliser avec prudence.

Au début des années 1920, la ville de Montréal se retrouve dans une situation assez unique. À l’époque, les États-Unis et toutes les provinces canadiennes à l’exception du Québec ont adopté la prohibition de la vente d’alcool. Mais même au Québec, environ la moitié de la population de la province est alors touchée par des prohibitions locales (votées au niveau municipal), des prohibitions qui ont largement perduré tout au long de la période à l’étude. Durant cette ère de prohibition de l’alcool nord-américaine, Montréal est la plus grande ville, et une des seules sur le continent non régie par une loi sur la prohibition. C’est aussi celle qui dispose des lois les plus libérales envers l’alcool des deux côtés du 49ème parallèle grâce à la création de la Commission des Liqueurs de Québec (CLQ), le premier système de contrôle gouvernemental de l’alcool en Amérique du Nord. C’est dans ce contexte que Montréal devient une rare oasis dans un continent assoiffé et le plus grand cobaye du modèle de contrôle gouvernemental de l’alcool. Ce mémoire examine les impacts de cette conjoncture sur le développement de cette ville, de son industrie touristique, de sa vie nocturne et de sa réputation. En premier lieu, le mémoire présente une mise en contexte de la situation aux États-Unis, au Canada et au Québec afin de faire ressortir le caractère unique de Montréal pendant cette période. En deuxième lieu, l’essor du tourisme dit « de liqueur » et de la vie nocturne montréalaise, à la fois légale et illicite, est exploré. En dernier lieu, le mémoire met au jour l’impact que cette conjoncture a eu sur la construction de la réputation de la ville à travers l’examen des écrits des anti- et pro-prohibitionnistes qui ont chacun propagé des visions idéalisées et démonisées de cette ville « bien arrosée », ainsi que des documents associés à l’essor du tourisme, tels que les chansons, les guides touristiques et les récits de voyage, qui, pour leur part, ont présenté un image plus romancée de la métropole et associée à un refuge festif de la prohibition. Malgré leurs différences, ces trois visions de Montréal l’ont néanmoins associée à la liberté, que ce soit une liberté ordonnée, dangereuse ou bien émancipatrice. Ainsi, à partir de l’expérience de la prohibition et du tourisme de liqueur, Montréal devient connue comme une ville « ouverte », dans ses acceptions à la fois positives et négatives.
At the beginning of the 1920s, the city of Montreal found itself in a rather unique situation. At the time, the United States and every Canadian province with the exception of Quebec had adopted prohibition of alcohol. Yet even in Quebec, about half of the population of the province was under local prohibitions (voted at the municipal level) since the beginning of the 20th century, prohibitions which persisted for the most part throughout the period under study. During this era of prohibition of alcohol in North America, Montreal was the largest city, and one of the only on the continent, not under prohibition. It was also the city living under the most liberal alcohol laws on both sides of 49th parallel thanks to the creation of the Quebec Liquor Commission (QLC), the first system of government control of alcohol in North America. Thus, Montreal became a rare oasis in a continent left parched by prohibition and the largest guinea pig of the government control model. This thesis examines the impacts of this conjuncture on the development of the city, specifically of its tourism industry, its nightlife, and its reputation. The thesis begins with a contextualization of prohibition in the United States, in Canada and in Quebec in order to reveal the uniqueness of Montréal during this period. Next, the rapid expansion of « liquor tourism » as well as the city’s nightlife, both legal and illicit, are explored. Lastly, this thesis explores the impact that this conjuncture had on the construction of the city’s reputation throughout the writings of anti- and pro-prohibitionists, who propagated both idealised and demonised views of the city, as well as the documents associated with the tourism boom, such as songs, tourist guides and travel writing, which presented a more romanticized vision of the city as a festive refuge from prohibition. Despite their differences, these three visions all associated Montreal with liberty, whether it is one that is well managed by the government, dangerous and out of control, or emancipating. Thus, through the era of prohibition and the phenomenon of liquor tourism, Montreal came to be known as an “open” city, in both a positive and a negative sense.