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1
Cermakian, Jean. « Les transports au Québec et l’évolution des relations politiques Québec/Canada : perspectives géographiques ». Cahiers de géographie du Québec 24, no 61 (12 avril 2005) : 167–74. http://dx.doi.org/10.7202/021467ar.
Texte intégralRésumé :
Les transports interprovinciaux au Canada sont sous la juridiction du gouvernement fédéral, en vertu des différents articles de l'Acte de l'Amérique du Nord britannique (1867). C'est seulement dans le domaine du transport routier que les gouvernements provinciaux ont la possibilité de participer à la réglementation interprovinciale en matière de transports. Il est peu probable que les propositions du gouvernement fédéral en matière de réforme constitutionnelle changent grand'chose à la structure actuelle des transports interprovinciaux. D'autre part, dans l'éventualité où les électeurs québécois appuient, par voie de référendum, la proposition du gouvernement du Québec de négocier la souveraineté politique en même temps qu'une association économique avec le Canada anglophone, il pourrait y avoir des modifications considérables dans le système de transports entre le Québec et le reste du Canada. À la lumière du rôle actuel des transports dans les liaisons transfrontalières du Québec, cet article a pour but d'examiner la possibilité de telles modifications.
2
Langlois, Simon. « Structures de la consommation au Canada ». Sociologie et sociétés 35, no 1 (15 juin 2004) : 221–42. http://dx.doi.org/10.7202/008518ar.
Texte intégralRésumé :
Résumé L’article scrute l’évolution de la structure des besoins sociaux des ménages canadiens sur une période de trente ans (de 1969 à 2000) à partir des enquêtes sur les dépenses des ménages. Trois types d’effets sont analysés. L’effet de période montre une régression de l’importance relative de l’alimentation dans la structure des besoins et une augmentation de la place des transports et du logement. De nombreux effets de génération sont mis en évidence qui illustrent une certaine détérioration de la situation relative des jeunes ménages. La diffusion sociale diffère de la diffusion temporelle et les évolutions temporelles n’effacent pas les différences observées au plan transversal, comme le montrent les dépenses pour le logement. Les deux types de diffusion des besoins peuvent aussi aller dans le même sens comme le montre le poste transport dans les budgets.
3
Saidla, Karl, Anne Préfontaine, Carole Clavier et Renaud Crespin. « Le transport actif à Ottawa (Canada) face à des obstacles politiques tenaces ». Lien social et Politiques, no 78 (5 avril 2017) : 171–92. http://dx.doi.org/10.7202/1039344ar.
Texte intégralRésumé :
Le développement du transport actif (TA), c’est-à-dire des déplacements utilitaires incluant la marche, le cyclisme et l’utilisation des transports en commun, est une stratégie utilisée par les villes pour stimuler l’activité physique. Ottawa est un exemple remarquable de succès à cet égard considérant les taux de TA dans le contexte nord-américain. Cependant, la pratique du TA y est plutôt faible si on la compare à celle des résidents des villes internationales les plus performantes, suggérant que cette difficulté à accroître les taux de TA pourrait être associée au contexte socioculturel nord-américain. En appliquant le cadre des coalitions de cause, cette étude met en lumière l’importance d’une catégorie d’obstacles politiques tenaces qui nuisent aux efforts de promotion à long terme du TA à Ottawa. Des entrevues individuelles ont été menées auprès de 21 experts en TA basés à Ottawa. Ces données ont été complétées par une revue de la littérature. La recherche démontre que les défis que pose le contexte socioculturel nord-américain et le système politique dans lequel la ville s’insère représentent de sérieux obstacles à la promotion du TA. Considérées dans une perspective de promotion de la santé en milieu urbain, ces conclusions suggèrent que les tenants de la santé publique devraient diriger leurs efforts d’influence dans des domaines qui ne sont pas traditionnellement les leurs, soit la fiscalité municipale et les cultures professionnelles et les pratiques des domaines des transports et de l’aménagement urbain.
4
Cambon, G., J. C. Ritchie et P. Guinet. « Pollen marqueur de transports à longue distance dans l'atmosphère du sud de l'Ontario (Canada) ». Canadian Journal of Botany 70, no 11 (1 novembre 1992) : 2284–93. http://dx.doi.org/10.1139/b92-284.
Texte intégralRésumé :
An analysis of weekly air samples at four sites in southern Ontario (London, Toronto, Peterborough, Sudbury) provides conclusive evidence for the long-distance transport of pollen of the exotic taxa Entada (Mimosaceae), Dodonaea (Sapindaceae), and Ephedra (Ephedraceae), originating far to the south (at least 1000 km) of the recording stations. The nearest source area for the first two taxa is in the West Indies and Mexico, while Ephedra, previously noted in Late Quaternary sediments from the Great Lakes region, grows commonly in the southwestern region of the United States. Long-distance transport is corroborated by air-mass trajectory analysis and surface-wind patterns at time of exotic occurrences. Key words: aeropalynology, Ontario, airstreams, pollen transport.
5
Wen, D., J. C. Lin, F. Meng, P. K. Gbor, Z. He et J. J. Sloan. « Quantitative assessment of upstream source influences on total gaseous mercury observations in Ontario, Canada ». Atmospheric Chemistry and Physics Discussions 10, no 11 (24 novembre 2010) : 28755–86. http://dx.doi.org/10.5194/acpd-10-28755-2010.
Texte intégralRésumé :
Abstract. Hourly total gaseous mercury (TGM) concentrations at three monitoring sites (receptors) in Ontario were predicted for four selected periods at different seasons in 2002 using the Stochastic Time-Inverted Lagrangian Transport (STILT) model, which transports Lagrangian air parcels backward in time from the receptors to provide linkages to the source region in the upwind area. The STILT model was modified to deal with Hg deposition and high stack Hg emissions. The model-predicted Hg concentrations were compared with observations at three monitoring sites. Estimates of transport errors (uncertainties in simulated concentrations due to errors in wind fields) are also provided that suggest such errors can reach approximately 10% of simulated concentrations. Results from a CMAQ chemical transport model (CTM) simulation in which the same emission and meteorology inputs were used are also reported. The comparisons show that STILT-predicted Hg concentrations usually agree better with observations than CMAQ except for a subset of cases that are subject to biases in the coarsely resolved boundary conditions. STILT captures high frequency concentration variations better than the Eulerian CTM, due to its ability to account for near-field influences that are not resolved by typical grid sizes in Eulerian CTMs. Thus it is particularly valuable for the interpretation of plumes (short-term concentration variations) that require complex sub-grid treatments in Eulerian models. We report quantitative assessments of the relative importance of different upstream sources for the selected episodes, based on emission fluxes and STILT footprints. The STILT simulations indicate that natural sources (which include re-emission from historical anthropogenic activities) contribute much more than current-day anthropogenic emissions to the Hg concentrations observed at the three sites.
6
Lasserre, Jean-Claude. « Prolégomènes pour une géographie des transports du Québec ». Cahiers de géographie du Québec 22, no 55 (12 avril 2005) : 9–27. http://dx.doi.org/10.7202/021370ar.
Texte intégralRésumé :
Replaçant la province dans son contexte spatial pour tenir compte des flux d'envergure continentale et intercontinentale, l'auteur retient deux phénomènes majeurs. Le corridor laurentien, en dépit de certains handicaps, a toujours fonctionné comme une grande porte du continent, et à l'heure actuelle, le calcul des flux sur la voie d'eau laurentienne permet de souligner l'énorme prépondérance des courants de transit. Par ailleurs, le carrefour de Montréal, sur le seul passage est-ouest du Canada entre la frontière américaine et le Bouclier, et à l'intersection des axes laurentien et transcanadien, fait de cette cité un magnifique exemple de ville-seuil. Or ces réalités sont peu présentes dans la perception collective de l'espace et dans les politiques actuelles d'aménagement du territoire.
7
Wen, D., J. C. Lin, F. Meng, P. K. Gbor, Z. He et J. J. Sloan. « Quantitative assessment of upstream source influences on total gaseous mercury observations in Ontario, Canada ». Atmospheric Chemistry and Physics 11, no 4 (16 février 2011) : 1405–15. http://dx.doi.org/10.5194/acp-11-1405-2011.
Texte intégralRésumé :
Abstract. Hourly total gaseous mercury (TGM) concentrations at three monitoring sites (receptors) in Ontario were predicted for four selected periods at different seasons in 2002 using the Stochastic Time-Inverted Lagrangian Transport (STILT) model, which transports Lagrangian air parcels backward in time from the receptors to provide linkages to the source region in the upwind area. The STILT model was modified to deal with Hg deposition and high stack Hg emissions. The model-predicted Hg concentrations were compared with observations at three monitoring sites. Estimates of transport errors (uncertainties in simulated concentrations due to errors in wind fields) are also provided that suggest such errors can reach approximately 10% of simulated concentrations. Results from a CMAQ chemical transport model (CTM) simulation in which the same emission and meteorology inputs were used are also reported. The comparisons show that STILT-predicted Hg concentrations usually agree better with observations than CMAQ except for a subset of cases that are subject to biases in the coarsely resolved boundary conditions. In these comparisons STILT captures high frequency concentration variations better than the Eulerian CTM, likely due to its ability to account for the sub-grid scale position of the receptor site and to minimize numerical diffusion. Thus it is particularly valuable for the interpretation of plumes (short-term concentration variations) that require the use of finer mesh sizes or controls on numerical diffusion in Eulerian models. We report quantitative assessments of the relative importance of different upstream sources for the selected episodes, based on emission fluxes and STILT footprints. The STILT simulations indicate that natural sources (which include re-emission from historical anthropogenic activities) contribute much more than current-day anthropogenic emissions to the Hg concentrations observed at the three sites.
8
Patenaude, Micheline. « L'entreprise qui fait partie intégrante de l'entreprise fédérale ». Les Cahiers de droit 32, no 3 (12 avril 2005) : 763–809. http://dx.doi.org/10.7202/043101ar.
Texte intégralRésumé :
Dans cet article, l'auteure étudie la nature de l’entreprise considérée faire partie intégrante d'une entreprise fédérale principale ou d'un organisme gouvernemental fédéral. Elle passe également en revue les critères utilisés par les tribunaux pour identifier ces entreprises. À ce sujet, elle commente plus particulièrement deux décisions récentes rendues l'une par la Cour suprême du Canada dans Central Western Railway Co. c. Travailleurs unis des transports l'autre par la Cour d'appel du Québec dans Groupe Admari Inc. c. Comité paritaire de l'entretien d'édifices publics.
9
Locat, Ariane, Pascal Locat, Denis Demers, Serge Leroueil, Denis Robitaille et Guy Lefebvre. « The Saint-Jude landslide of 10 May 2010, Quebec, Canada : Investigation and characterization of the landslide and its failure mechanism ». Canadian Geotechnical Journal 54, no 10 (octobre 2017) : 1357–74. http://dx.doi.org/10.1139/cgj-2017-0085.
Texte intégralRésumé :
A landslide occurred on 10 May 2010, along the Salvail River, in the municipality of Saint-Jude, Quebec. Debris of the landslide was formed of clay having horst and graben shapes, typical of spreads in sensitive clays. A detailed investigation was carried out by the Ministère des Transports, de la Mobilité durable et de l’électrification des transports du Québec, in collaboration with Université Laval, with the objective of characterizing this landslide, determining the causes, and learning about its failure mechanism. The soil involved was a firm, grey, sensitive, lightly overconsolidated clay with some silt. Data from piezometers installed near the landslide indicated artesian conditions underneath the Salvail River. Cone penetration tests allowed the location of two failure surface levels: the first one starting 2.5 m below the initial river bed, extending horizontally up to 125 m, and a second one 10 m higher, reaching the backscarp. Investigation of the debris with onsite measurements, light detector and ranging surveys, cone penetration tests, and boreholes allowed a detailed geotechnical and morphological analysis of the debris and reconstitution of the dislocation mechanism of this complex spread.
10
Novecosky, T. « Axial Inlet Conversion to a Centrifugal Compressor With Magnetic Bearings ». Journal of Engineering for Gas Turbines and Power 116, no 1 (1 janvier 1994) : 152–55. http://dx.doi.org/10.1115/1.2906784.
Texte intégralRésumé :
NOVA’s Alberta Gas Transmission Division transports natural gas via pipeline throughout the province of Alberta, Canada, exporting it to eastern Canada, United States, and British Columbia. There is a continuing effort to operate the facilities and pipeline at the highest possible efficiency. One area being addressed to improve efficiency is compression of the gas. By improving compressor efficiency, fuel consumption and hence operating costs can be reduced. One method of improving compressor efficiency is by converting the compressor to an axial inlet configuration, a conversion that has been carried out more frequently in the past years. Concurrently, conventional hydrodynamic bearings have been replaced with magnetic bearings on many centrifugal compressors. This paper discusses the design and installation for converting a radial overhung unit to an axial inlet configuration, having both magnetic bearings and a thrust reducer. The thrust reducer is required to reduce axial compressor shaft loads, to a level that allows the practical installation of magnetic bearings within the space limitations of the compressor (Bear and Gibson, 1992).
11
Lajeunesse, Marcel. « La lecture publique à Montréal de 1900 à 1960 ou les bonnes lectures dans une métropole industrielle ». 150 ans de lecture publique 41, no 3 (25 septembre 2015) : 147–51. http://dx.doi.org/10.7202/1035308ar.
Texte intégralRésumé :
Après les expériences d’autodidaxie par le livre pratiquées notamment dans les instituts canadiens au XIXe siècle, le Québec francophone, de même que la ville de Montréal, vivent, dès les débuts du XXe siècle, à l’écart du Public Library Movement qui suscite la création de bibliothèques publiques dans l’Amérique anglophone. Rien n’est étranger à l’Église, surtout pas le livre et le monde des idées auquel il donne accès. À Montréal, qui est pendant une grande partie de cette période la véritable métropole industrielle, commerciale et des transports au Canada, la bibliothèque municipale naît humblement et se développe difficilement.
12
Bigras, Yvon. « Modifications récentes de la fonction logistique chez les PME exportatrices et non exportatrices québécoises ». Notes de recherche 7, no 2 (16 février 2012) : 105–16. http://dx.doi.org/10.7202/1008391ar.
Texte intégralRésumé :
La globalisation de l’économie, la déréglementation dans le secteur des transports et le développement de nouveaux outils informatiques sont autant de phénomènes qui se sont conjugués pour amorcer une modification profonde des besoins logistiques de l’entreprise. Dans cette note de recherche, nous examinerons, à partir d’un échantillon de 319 établissements, comment les PME québécoises se sont adaptées à ce nouvel environnement. L’étude fera d’abord ressortir que la déréglementation du transport routier au Canada, en 1988, a effectivement amélioré la qualité et la diversité des prestations de services offerts aux PME. Ces changements se sont également accompagnés de pressions à la baisse sur les prix du transport, situation dont ont pu profiter les PME de toutes les régions du Québec. Nous démontrons par la suite que cela a d’abord eu des répercussions sur la nature de leurs relations avec les prestataires de services de transport, mais également sur les autres éléments de leur fonction logistique. Finalement, il semble que les PME exportatrices réagissent plus fortement à ces changements dans leur environnement et qu’elles ont tendance à modifier les différents éléments de leur fonction logistique. Cela s’expliquerait par les pressions concurrentielles plus fortes qui s’exercent sur elles.
13
Sampaio, Tatiana, Margo Wilson, Cheryl Aubertin et Stephanie Redpath. « Diagnosis Discordance and Neonatal Transport : A Single-Center Retrospective Chart Review ». American Journal of Perinatology 36, no 05 (12 septembre 2018) : 522–25. http://dx.doi.org/10.1055/s-0038-1669906.
Texte intégralRésumé :
Introduction In Canada, more than 4,000 critically ill newborns per year require transfer. Transports are initially managed based on information conveyed by referral practitioners. Objectives To identify the frequency of diagnostic discordance between the referring facility, transport team, and tertiary care center in our outborn neonatal population and to verify the association between discordance events (DEs), prolonged transport stabilization times, and potential risk factors to further inform and facilitate the development of future outreach education initiatives. Study Design In this retrospective chart review, we identified and categorized DEs for patients transported by our service in a 1-year period. Associations between DE, transport stabilization times, and patient variables were studied using univariate and multivariable approaches. Results From 233 eligible patients, 10.7% of patients had referral to discharge discordance events. No significant association was identified between stabilization time and DE. Birth weight and presence of a neurologic diagnosis were associated with DE. Conclusion Diagnostic discordance was identified in 1 of every 10 neonates transported and found to be associated with patients with higher birth weight and the presence of neurologic diagnoses. Outreach initiatives will be developed and adapted accordingly, with a focus on this population.
14
Ali, Aaisham, Michael Miller, Saoirse Cameron et Anna Gunz. « 1 Paediatric Transport Safety Collaborative (PTSIC) : Critical Events with Family Presence During Paediatric Critical Care Transport ». Paediatrics & ; Child Health 25, Supplement_2 (août 2020) : e1-e1. http://dx.doi.org/10.1093/pch/pxaa068.000.
Texte intégralRésumé :
Abstract Background Health care of children in Canada is regionalized; thus, critically ill paediatric patients require transfer to a tertiary care centre for definitive medical and surgical management. There are risks inherent to transporting critically ill patients, and there is a body of literature looking to mitigate risk, which includes tracking and benchmarking quality metrics. One accepted metric is family accompaniment of a child during transport, with some studies suggesting that family accompaniment could compromise care. Currently, there has been no research that examines patient safety and outcomes during paediatric critical care transport with family presence. Objectives The primary objective of this study was to compare the rate of critical events (CEs) during the transport of paediatric patients by a specialized paediatric critical care transport team on transports with parental/caregiver accompaniment (P/CA) to those without P/CA. Secondary objectives included whether peak heart rate (HR), systolic blood pressure (SBP), and clinically relevant patient outcomes varied between groups. Design/Methods We conducted a retrospective cohort study of all patients (<18 years old) who were admitted to a Paediatric Critical Care Unit and transported by the local neonatal paediatric transport team between April 1st, 2018 and June 1st, 2019, inclusive. The primary outcome was CE occurrence using the composite definition of CE that was previously identified and defined by a national consensus process, which included patient-, transport provider-, laboratory- and system/vehicle- related safety factors. Secondary outcomes included peak and trough HR/SBP, and clinically relevant outcomes (including length of stay, mechanical ventilation free days, and severity of illness and organ dysfunction scores). Results There were a total of 178 transports eligible for analysis, and of those, 55 were with P/CA and 123 were without P/CA. The occurrence of CE was not significantly different between transports with and without P/CA (66% vs. 65%, respectively). Similarly, patient HR, SBP, and all measured clinical patient outcomes did not vary significantly between groups. Conclusion This study is the first to objectively measure CEs and relate them to patient clinical outcomes with regard to presence of P/CA during paediatric critical care transport. There was no identified increased risk to the patient or crew if parents/caregivers accompanied their child during transport. Areas of future study include whether parental/caregiver presence during transport affects patient anxiety and well-being.
15
Watanabe, Eiji, et Hiroyasu Hasumi. « Pacific Water Transport in the Western Arctic Ocean Simulated by an Eddy-Resolving Coupled Sea Ice–Ocean Model ». Journal of Physical Oceanography 39, no 9 (1 septembre 2009) : 2194–211. http://dx.doi.org/10.1175/2009jpo4010.1.
Texte intégralRésumé :
Abstract The process of the Pacific water transport in the Chukchi Sea and the southern Canada Basin is investigated by using an eddy-resolving coupled sea ice–ocean model. The simulation result demonstrates that the Pacific water flows into the basin by mesoscale baroclinic eddies, which are generated and developed as a result of the instability of a narrow and intense jet through the Barrow Canyon. Each eddy has a baroclinic anticyclonic structure, and its horizontal and vertical scales grow up by being merged with other ones during August and September, they separate into anticyclones whose diameters are about 50 km in October, and then they gradually shrink in early winter. The Pacific water transport across the Beaufort shelf break reaches maximum (about 0.3 Sv, where 1 Sv ≡ 106 m3 s−1) during late summer and early autumn when the eddy activities are enhanced. The sensitivity experiments indicate that the shelf-to-basin transport differs depending on the sea ice condition in the Chukchi Sea during summer. The difference is found to be associated with the jet strength, which is closely related to the location of the sea ice margin. When the sea ice margin is located in the Canada Basin, the jet is stronger, and mesoscale eddy activities and corresponding inflow of the Pacific water into the basin are enhanced. When sea ice remains in the shelf even in late summer, sea ice ocean stress plays a great role in braking the jet and the consequent suppression of the shelf-to-basin transport. The freshwater and heat transports into the basin associated with the Pacific water inflow depend on not only the volume flux but also on surface buoyancy flux in the shelf, which varies according to sea ice condition. The freshwater transport referenced to 34.8 psu is 259 km3 yr−1 in the medium sea ice extent case. Although the Pacific water becomes freshened as a result of its mixing with sea ice meltwater in the large extent case, the freshwater transport is still less than in the other cases. The heat transport is promoted by preferable absorption of solar heat in addition to energetic eddy-induced transport in the small extent case. The heat amount provided into the basin is equivalent to the reduction of sea ice thickness by about 1 m yr−1 north of the Chukchi and Beaufort shelf breaks.
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Zia, A., R. MacDonald, S. Moore, J. Ducharme et C. Vaillancourt. « MP34 : Assessment of pain management during transport of intubated patients in a prehospital setting ». CJEM 19, S1 (mai 2017) : S76—S77. http://dx.doi.org/10.1017/cem.2017.200.
Texte intégralRésumé :
Introduction: While methods have been developed to assess pain and provide analgesia to hospitalized intubated patients, little is known about current EMS practices in providing similar care during air and land medical transports. Therefore, we sought to determine if opioid analgesia is provided to intubated patients during transportation in out-of-hospital setting. Methods: We conducted a health record review examining electronic records of intubated patients transported by Ornge in 2015. Ornge is the exclusive provider of air and land transport of critically ill patients in Ontario, Canada with over 18,000 transports per year. We identified cases using Ornge’s database and selected intubated patients meeting inclusion criteria. A standardized data extraction form was piloted and used by a single trained data extractor. The primary outcome was frequency of administration and dose adequacy of an opioid analgesic. Secondary outcomes included: choice of analgesics used (fentanyl, hydromorphone or morphine), adverse events, and impact of age, sex, or reason for transfer on pain management. We present descriptive statistics. Results: Our strategy identified 500 potential cases, of which 448 met our inclusion criteria. Among those 448 patients, 154 (34.4%) were females, 328 (73.4%) received analgesia and 211 (64.3%) received more than one dose during transport (median frequency of 2 doses, IQR=1 to 3). The average transport time was 148 minutes and repeated dosing (>1 repeat dose) occurred primarily (45.5%) in transports of over 180 minutes. Fentanyl was the most commonly used analgesic (97.6%) and most commonly used dose was 50 micrograms (51.8%). Adverse events occurred in 8 (2.5%) patients with 5 patients having new hypotension (MAP <65 mm Hg). There was no significant difference in administration of analgesia based on patient’s age or sex (68.8% of females and 75.3% of male patients received analgesia). Interestingly, 30.8% of patients repatriated to originating-hospital received analgesia compared to 72.3% of patients receiving analgesia for all other reasons for transfers. Conclusion: More than 73% of intubated patients transported by Ornge received an opioid analgesic, most commonly fentanyl. We found no clinically relevant difference in the administration of analgesics based on age, sex or reason for transfer other than home repatriation.
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Roberge, Alain, John R. Gyakum et Eyad H. Atallah. « Analysis of Intense Poleward Water Vapor Transports into High Latitudes of Western North America ». Weather and Forecasting 24, no 6 (1 décembre 2009) : 1732–47. http://dx.doi.org/10.1175/2009waf2222198.1.
Texte intégralRésumé :
Abstract Significant cool season precipitation along the western coast of North America is often associated with intense water vapor transport (IWVT) from the Pacific Ocean during favorable synoptic-scale flow regimes. These relatively narrow and intense regions of water vapor transport can originate in either the tropical or subtropical oceans, and sometimes have been referred to as Pineapple Express events in previous literature when originating near Hawaii. However, the focus of this paper will be on diagnosing the synoptic-scale signatures of all significant water vapor transport events associated with poleward moisture transport impacting the western coast of Canada, regardless of the exact points of origin of the associated atmospheric river. A trajectory analysis is used to partition the events as a means of creating coherent and meaningful synoptic-scale composites. The results indicate that these IWVT events can be clustered by the general area of origin of the majority of the saturated parcels impacting British Columbia and the Yukon Territories. IWVT events associated with more zonal trajectories are characterized by a strong and mature Aleutian low, whereas IWVT events associated with more meridional trajectories are often characterized by an anticyclone situated along the California or Oregon coastline, and a relatively mature poleward-traveling cyclone, commonly originating in the central North Pacific.
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Winters, Meghan, Moreno Zanotto et Gregory Butler. « Système de classification du confort et de la sécurité des voies cyclables canadiennes (Can-BICS) : convention d’appellation commune des aménagements cyclables ». Promotion de la santé et prévention des maladies chroniques au Canada 40, no 9 (septembre 2020) : 319–24. http://dx.doi.org/10.24095/hpcdp.40.9.04f.
Texte intégralRésumé :
Il n’existe pas de convention d’appellation pour les aménagements cyclables valable pour toutes les villes. Notre but était d’établir une nomenclature commune pour les aménagements cyclables au Canada qui soit pertinente en contexte de santé publique. Nous avons examiné plusieurs guides de conception technique des transports ainsi que des directives en santé publique pour mettre au point un système de classification des aménagements cyclables, soit le Système de classification du confort et de la sécurité des voies cyclables canadiennes (ou Can-BICS, de l’anglais Canadian Bikeway Comfort and Safety). Ce système à trois niveaux répartit les aménagements cyclables en cinq catégories, selon leur degré de sécurité et leur confort pour les usagers. Adopter une nomenclature uniforme comme le système Can-BICS va contribuer aux mesures de surveillance régionale et nationale en santé publique, à la planification et à la durabilité.
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Bourdon, E., A. B. Tanguay, F. K. Tounkara, A. Marois et R. Fleet. « MP013 : A portrait of rural pre-hospital services in the province of Québec ». CJEM 18, S1 (mai 2016) : S70. http://dx.doi.org/10.1017/cem.2016.154.
Texte intégralRésumé :
Introduction: Rural emergency departments (EDs) are important safety nets for 20% of Canadian citizens. In Quebec, the province’s 26 rural EDs treat an average of 19,000 patients/year and are on average 300 km from levels 1 and 2 trauma centers. These distances signify that Emergency Medical Services (EMS) play a considerable role in the care of rural patients. EMS in Quebec province are private local services. There are no published reports on EMS in rural Quebec. As part of a larger study on rural emergency care, this descriptive study aimed at offering a comprehensive portrait of EMS. Methods: We conducted semi-structured interviews with managers of all paramedic services in rural Quebec. Interview questions focused on number of transports, training, availability of telemetry, GPS technologies, and work schedules. Results: Fifty managers of the 51 private companies serving the 26 rural EDs in Quebec were interviewed (response rate 98%). All were primary care paramedics (PCP). In 2010, EMS transported 40,671 patients, with 10,228 emergency transports to the rural EDs. A total of 7956 inter-facility transfers were conducted, 1499 of them emergency. Each ED required between 88 and 700 inter-facility transfers. A total of 60% (n=31/51) had GPS technology, only 25% (n=13/51) had telemetry features. Work schedules varied with 13% (n=7/51) of companies offering shifts of less than 12 hours, 28% (n=14/51) 24/7 weekly shifts, and 56% (n=29/51) a combination. Conclusion: This is the first study to describe rural EMS in Quebec. The finding that Quebec’s rural EDs are served by 51 privately-owned companies is unique in Canada. The considerable number of EMS transports, including inter-facility transfers, may reflect lack of local resources in rural EDs, the vulnerable population served, or the increased trauma risk in rural areas. Future studies should examine inter-facility transport reasons, costs, times and adequate training/scope of EMS practice.
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Boivin, Maxime, Thomas Buffin-Bélanger et Dominique Arseneault. « Using tree-rings to determine large wood residence time and transport pulses in a gravel-bed river ». E3S Web of Conferences 40 (2018) : 02008. http://dx.doi.org/10.1051/e3sconf/20184002008.
Texte intégralRésumé :
The Saint-Jean River (SRJ) in Eastern Canada is prone to the formation of very large rafts of wood. Managers of the SJR suspected these jams to influence salmon migration and carried out a dismantling operation to remove large wood accumulated in a 1.2 km long wood raft. This operation became a great opportunity to address key issues relating to large wood dynamics in a fluvial system: residence time and flood contribution to wood recruitment and transport. During the dismantling, we systematically sampled 319 trees from which year of death could be estimated from dendrochronology and year of accumulation in the raft could be obtained from satellite and aerial photos. These two dates allowed us to quantify the residence time for 262 datable large wood (LW) within the fluvial system, to examine the peak years of LW recruitment and to correlate the raft growth rate with hydrometeorological conditions since 1993. The results also emphasized four types of LW flood related to wood dynamics: 1) an erosive flood that produces a large amount of wood in river, 2) a mobilizing flood that carries large quantities of wood, 3) a flood mix that both recruits and transports large quantities of wood, and 4) an ice-breakup flood.
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Langlois, Simon. « Budgets de famille et genres de vie au Québec dans la seconde moitié du XXe siècle ». Les Cahiers des dix, no 62 (24 septembre 2009) : 195–231. http://dx.doi.org/10.7202/038125ar.
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Un nouveau genre de vie s’est imposé avec l’émergence de la société de consommation, dont on peut saisir les contours en étudiant les dépenses des familles à partir des enquêtes de Statistique Canada. Les changements observés dans la seconde moitié du XXe siècle sont nombreux : diminution constante du coefficient d’effort pour l’alimentation et l’habillement, augmentation du poids du logement et accentuation de nouveaux besoins comme les transports, les loisirs et la protection. La fonction habitation se retrouve maintenant au premier rang dans la structure des besoins, bien loin devant la fonction alimentation, suivie par la fonction transports. La consommation de biens et services est liée à la montée de l’individu comme référence privilégiée et elle a accru sa marge de manœuvre et son autonomie. Un nombre croissant d’objets permet en effet aux individus de vivre une vie à eux. Ainsi, l’automobile est-elle passée d’objet familial dans les années 1950 à un objet davantage individualisé dans les années 2000, particulièrement dans le mode de vie en banlieues des familles de classe moyenne. Si le niveau de bien-être des familles a augmenté dans la société de consommation, il ne faudrait pas oublier que celle-ci a un côté sombre, comme le montrent la surconsommation, le gaspillage, la pression sur l’environnement et même une certaine forme d’addiction associée à la consommation marchande.
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Croxall, Lindsay, Wendy Gifford et Jeffrey Jutai. « First Nations Elders Who Use Wheeled Mobility : An Exploration of Culture and Health ». Canadian Journal on Aging / La Revue canadienne du vieillissement 39, no 2 (18 novembre 2019) : 318–27. http://dx.doi.org/10.1017/s0714980819000655.
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RÉSUMÉUne recherche interdisciplinaire faisant appel à des méthodes qualitatives a été menée pour étudier les obstacles et les facilitateurs relatifs à la participation culturelle des aînés des Premières Nations qui utilisent la mobilité sur roues et vivent dans des réserves en Ontario (Canada). Les thèmes ont été divisés en trois grandes catégories : (1) l’impact de la participation des aînés à des activités culturelles, (2) l’utilité des aides à la mobilité sur roues et (3) les obstacles freinant la participation à des événements culturels. Les obstacles incluent le manque de transports, l’incapacité de sortir du domicile en toute sécurité et de manière indépendante, l’irrégularité du terrain des réserves ; la stigmatisation associée au handicap, et le sentiment d’être un fardeau. Les résultats suggèrent que la mobilité sur roues peut augmenter la participation active des aînés aux événements culturels, mais démontrent aussi la nécessité de faciliter l’utilisation de cette mobilité dans les réserves en Ontario.
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Sookram, Sunil, Kent Riddle, Eddie Chang et Terry Sosnowski. « Description of Ambulance Diversions in the Edmonton Region ». Prehospital and Disaster Medicine 17, no 2 (juin 2002) : 91–95. http://dx.doi.org/10.1017/s1049023x00000236.
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AbstractBackground:Diversion of ambulances by hospital emergency departments has become a day-to-day occurrence in many jurisdictions within Canada. Yet, despite the increasing prevalence of this phenomenon, its impact on transported patients, on the EMS system, and on the health care system overall has not, to date, been well quantified. Despite the increasing sophistication and capabilities of North American EMS systems, it is difficult to argue with the principle that unstable or potentially unstable patients are best served by expeditious transport for definitive care to acute care facilities. T o this end, this study represents an effort to assess the systemic and patient care impacts of ambulance diversions.Methods:Patient-care and corresponding ambulance trip records for all patients transported by this EMS system for a five week period were abstracted to identify those patients in which an ambulance was diverted from its initial destination. Adverse events include hypotensive episodes, airway compromise, changes in level of consciousness, and the onset of violent behavior. Response and transport times also were abstracted, comparisons utilized student's t-test and 95% Confidence Intervals. Results: Ambulance diversions increased EMS response times and prehospital transport times. Adverse medical events occurred during 4.3% of diverted ambulance runs. Patients, when faced with the prospect of transport to other than their hospital of choice, not infrequently cancelled EMS transport and sought other means of transport. Subsequent interfacility transport was required for 4.3% of the diverted patients.Conclusions:Diversion of ambulances impacts the EMS system by increasing response and transport times; the region, by generating subsequent interfacility transports; and patients, as adverse medical events can occur during the diverted transport.
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Robitaille, David. « Environnement, aménagement du territoire et transports fédéraux : fédéralisme coordonné ou subordonné ? » Revue générale de droit 48 (8 juin 2018) : 7–55. http://dx.doi.org/10.7202/1047372ar.
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La Cour suprême du Canada favorise une conception souple du fédéralisme, en application des principes du fédéralisme coopératif, de l’interprétation coordonnée des compétences et de la subsidiarité. Elle privilégie, généralement, l’application simultanée des lois validement adoptées par le Parlement et par les provinces. Il est des cas où, cependant, la Cour estime que les compétences d’un palier doivent être protégées contre les empiètements de l’autre. Les doctrines de l’exclusivité des compétences et de la prépondérance fédérale permettent de régler ce genre de situation. La première permet de rendre inapplicable une loi provinciale qui porte gravement atteinte au contenu essentiel d’une compétence fédérale. La seconde peut rendre inopérante une loi provinciale qui contredit la lettre ou l’esprit d’une loi fédérale. La Cour suprême a, plusieurs fois, rappelé que les doctrines de l’exclusivité des compétences et de la prépondérance fédérale ne représentent pas le courant dominant du droit constitutionnel canadien puisqu’elles ont pour conséquence grave de rendre sans effet des lois provinciales validement adoptées. Les critères pour conclure à une entrave au coeur d’une compétence fédérale ou à un conflit de lois véritable sont conséquemment assez stricts. Comme nous le verrons dans ce texte, la jurisprudence récente des tribunaux canadiens tend, au contraire, à élargir ces doctrines au profit d’une conception plus rigide du fédéralisme, favorisant les enclaves autour des compétences fédérales sur les transports, au détriment des compétences provinciales et municipales sur l’environnement et l’aménagement du territoire. Alors que la Cour condamnait l’application asymétrique de ces doctrines dans l’arrêt Banque canadienne de l’Ouest en 2007, il se pourrait que certains juges soient, déjà, en train de revenir à une jurisprudence plus centralisatrice, du moment que des compétences fédérales en matière de transports sont en cause dans un litige.
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MacDonald, Russell D., et Aliya Ramjaun. « Blood product transfusion during air medical transport : A needs assessment ». CJEM 22, S2 (septembre 2020) : S67—S73. http://dx.doi.org/10.1017/cem.2020.2.
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ABSTRACTObjectivesEarly administration of blood products to patients with hemorrhagic shock has a positive impact on morbidity and mortality. Smaller hospitals may have limited supply of blood, and air medical systems may not carry blood. The primary outcome is to quantify the number of patients meeting established physiologic criteria for blood product administration and to identify which patients receive and which ones do not receive it due to lack of availability locally.MethodsElectronic patient care records were used to identify a retrospective cohort of patients undergoing emergent air medical transport in Ontario, Canada, who are likely to require blood. Presenting problems for blood product administration were identified. Physiologic data were extracted with criteria for transfusion used to identify patients where blood product administration is indicated.ResultsThere were 11,520 emergent patient transports during the study period, with 842 (7.3%) where blood product administration was considered. Of these, 290 met established physiologic criteria for blood products, with 167 receiving blood, of which 57 received it at a hospital with a limited supply. The mean number of units administered per patient was 3.5. The remaining 123 patients meeting criteria did not receive product because none was unavailable.ConclusionIndications for blood product administration are present in 2.5% of patients undergoing time-sensitive air medical transport. Air medical services can enhance access to potentially lifesaving therapy in patients with hemorrhagic shock by carrying blood products, as blood may be unavailable or in limited supply locally in the majority of patients where it is indicated.
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Gertzen, Erin, Oriana Familiar et Brian Leung. « Quantifying invasion pathways : fish introductions from the aquarium trade ». Canadian Journal of Fisheries and Aquatic Sciences 65, no 7 (juillet 2008) : 1265–73. http://dx.doi.org/10.1139/f08-056.
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Introduced species can cause economic and environmental harm. Researchers have developed risk assessment models for exotic species based on biological characteristics. However, few have quantified propagule pressure despite its relevance for establishment. Both are needed to identify invasion risk. We focused on fishes introduced via the aquarium trade, because this pathway transports thousands of species throughout the world. We developed an approach to estimate propagule pressure by (i) identifying and quantifying aquarium fishes sold, (ii) determining fish owner behavior and disposal practices, and (iii) quantifying uncertainty. We used the St. Lawrence Seaway as our model system. Only one nonestablished species ( Tanichthys albonubes , 117 per year) had the propagule pressure and environmental tolerances to likely invade this region. However, overall, more than 10 000 fishes were released annually from Montréal (Quebec, Canada) alone. The implication of the observed propagule pressures is that the aquarium trade should be a very important pathway in other warmer habitats and should be explicitly assessed. Knowledge of the numbers introduced of each species will be useful for population models to estimate the probability of establishment.
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Clevenger, Anthony P., et Mathieu Leblond. « Leçons tirées de l’étude des passages fauniques enjambant une autoroute dans le parc national de Banff ». Les routes et la grande faune 136, no 2 (11 mai 2012) : 35–41. http://dx.doi.org/10.7202/1009104ar.
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Un programme de suivi à long terme permet d’évaluer l’efficacité des mesures d’atténuation installées sur l’autoroute Transcanadienne qui traverse le parc national de Banff, en Alberta, Canada. Depuis 1996, les passages fauniques conçus pour la grande faune ont été traversés plus de 218 000 fois. Les cerfs ont effectué 62 % des traversées contre 19 % pour les wapitis et < 8 % pour les grands carnivores. À disponibilité égale, les ours grizzlis, les orignaux, les cerfs et les wapitis ont semblé préférer les passages supérieurs (par-dessus la route) aux passages inférieurs, alors que les cougars et les coyotes ont utilisé les 2 types de structure également. Nous avons estimé que le temps d’adaptation aux passages fauniques variait entre 3 ans (cougar, ours noir) et 9 ans (ours grizzli, loup gris). En moyenne, pour les 8 espèces étudiées, la période d’adaptation initiale était de 4,4 ans, alors que la période d’adaptation complète était de 5,9 ans. Au cours des 15 dernières années, nous avons contribué à la recherche environnementale ainsi qu’à la gestion et la planification des transports, afin de concevoir des routes mieux adaptées aux populations animales.
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Quirion, A., et B. Nolan. « P103 : Factors associated with non-optimal resource utilization of air ambulance for interfacility transfer of injured patients ». CJEM 21, S1 (mai 2019) : S101. http://dx.doi.org/10.1017/cem.2019.294.
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Introduction: Timely access to definitive care has been associated with improved outcomes for injured patients. Air ambulance services have become an integral part of Canadian trauma systems to help provide earlier access to a lead trauma centre (LTC). Multiple factors can lead to non-optimal resource utilization resulting in potential transport delays. The goal of this study is to identify patient, institutional and paramedic risk factors for non-optimal resource utilization for interfacility transfers of injured adult patients transported by air ambulance to a LTC. Methods: Ornge is a paramedic-staffed organization that is the sole provider of air ambulance services from a non-trauma centre to a LTC for the province of Ontario, Canada. This is a retrospective cohort study of all Ornge adult emergent interfacility transports over a 5-year period. Data was collected on patient demographics and clinical status, sending facilities, transport details and paramedic qualifications. Optimal resource utilization was determined based on distance and historical times. A logistic regression model was used to explore patient, provider and institutional risk factors for non-optimal resource use. Results: Between January 1, 2013 and December 31, 2017 a total of 1777 injured patients underwent interfacility transport with Ornge. Of these 805 were identified as having non-optimal resource utilization. Patients who had an optimal resource use were found to be older and mechanically ventilated. Risk factors increasing odds of non-optimal transport included patients transported from a nursing station (OR 1.94), transport with primary or advanced care paramedics (OR 6.57 and 1.44, respectively) and transport between both 0800-1700 and 1700-0000 (OR 1.40 and 1.54, respectively). The median delay to arrival to receiving facility if a patient had a non-optimal resource use was 40 minutes Conclusion: We were able to identify several factors resulting in non-optimal resource utilization. We believe that nursing stations as a sending facility and type of paramedics crew transporting patients resulted in non-optimal resource utilization mainly due to these patients being of lower acuity and this affecting their triage. However the timing of day is more likely to be a resource availability issue and something that can be further studied and potentially improved.
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Miro, Alice, Kim Perrotta, Heather Evans, Natalie A. Kishchuk, Claire Gram, Richard S. Stanwick et Helena M. Swinkels. « Pour que les autorités sanitaires influencent davantage l’aménagement du territoire et la planification des transports : leçons du projet Bâtir un Canada en santé de l’initiative COALITION en Colombie-Britannique ». Canadian Journal of Public Health 106, no 1 (janvier 2015) : eS43-eS53. http://dx.doi.org/10.17269/cjph.106.4566.
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Zarain-Herzberg, Angel. « Regulation of the sarcoplasmic reticulum Ca2+-ATPase expression in the hypertrophic and failing heartThis paper is part of a series in the Journal's “Made in Canada” section. The paper has undergone peer review. » Canadian Journal of Physiology and Pharmacology 84, no 5 (mai 2006) : 509–21. http://dx.doi.org/10.1139/y06-023.
Texte intégralRésumé :
The sarcoplasmic reticulum (SR) plays a central role in the contraction and relaxation coupling in the myocardium. The SR Ca2+-ATPase (SERCA2) transports Ca2+ inside the SR lumen during relaxation of the cardiac myocyte. It is well known that diminished contractility of the hypertrophic cardiac myocyte is the main factor of ventricular dysfunction in the failing heart. A key feature of the failing heart is a decreased content and activity of SERCA2, which is the cause of some of the physiological defects observed in the hypertrophic cardiomyocyte performance that are important during transition of compensated hypertrophy to heart failure. In this review different possible mechanisms responsible for decreased transcriptional regulation of the SERCA2 gene are examined, which appear to be the primary cause for decreased SERCA2 expression in heart failure. The experimental evidence suggests that several signalling pathways are involved in the downregulation of SERCA2 expression in the hypertrophic and failing cardiomyocyte. Therapeutic upregulation of SERCA2 expression using replication deficient adenoviral expression vectors, pharmacological interventions using thyroid hormone analogues, β-adrenergic receptor antagonists, and novel metabolically active compounds are currently under investigation for the treatment of uncompensated cardiac hypertrophy and heart failure.
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Hall, Peter V. « Transport Geography in Canada ». Journal of Transport Geography 36 (avril 2014) : 163–64. http://dx.doi.org/10.1016/j.jtrangeo.2014.04.001.
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Bruneau, Jean-François, et Denis Morin. « Standard and Nonstandard Roadway Lighting Compared with Darkness at Rural Intersections ». Transportation Research Record : Journal of the Transportation Research Board 1918, no 1 (janvier 2005) : 116–22. http://dx.doi.org/10.1177/0361198105191800115.
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This report evaluates the safety aspects of roadway lighting at rural and near-urban three-way and four-way junctions by comparing unlit intersections with those lit with two different types of lighting: ( a) standard intersection lighting provided by the Ministère des Transports du Québec, Canada, and ( b) nonstandard lighting provided by the local municipalities. A night–day accident rate ratio was used to estimate the accident rate reduction for three categories of severity: fatal and personal injury accidents, property damage only accidents, and all accidents. Sites were selected with two sampling modes. The objective mode selected sites according to the accident thresholds, and the arbitrary mode systematically selected all sites with standard lighting. The night–day accident rate ratio was measured for 376 sites by dividing the annual average number of accidents (6,546) with an annual average traffic flow (760 billion vehicles), calculated for both night and day. The accident rate reduction, expressed as a percentage, was tested for validity with the Student's t-test at the 5% p-level. The results were split into 49 categories with 20 variables to ensure that no significant variation existed in the accident rate reduction related to a specific roadway condition or environment. Rural lighting of an intersection significantly reduced the night accident rate by 29% for nonstandard lighting and by 39% for standard lighting, in comparison with darkness. When the two sampling modes were compared, standard lighting reduced the night accident rate of nonstandard lighting by 29%, significant at the 5% p-level, when only objective data in the sampling were used.
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Trentmann, J., G. Luderer, T. Winterrath, M. D. Fromm, R. Servranckx, C. Textor, M. Herzog, H. F. Graf et M. O. Andreae. « Modeling of biomass smoke injection into the lower stratosphere by a large forest fire (Part I) : reference simulation ». Atmospheric Chemistry and Physics 6, no 12 (17 novembre 2006) : 5247–60. http://dx.doi.org/10.5194/acp-6-5247-2006.
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Abstract. Wildland fires in boreal regions have the potential to initiate deep convection, so-called pyro-convection, due to their release of sensible heat. Under favorable atmospheric conditions, large fires can result in pyro-convection that transports the emissions into the upper troposphere and the lower stratosphere. Here, we present three-dimensional model simulations of the injection of fire emissions into the lower stratosphere by pyro-convection. These model simulations are constrained and evaluated with observations obtained from the Chisholm fire in Alberta, Canada, in 2001. The active tracer high resolution atmospheric model (ATHAM) is initialized with observations obtained by radiosonde. Information on the fire forcing is obtained from ground-based observations of the mass and moisture of the burned fuel. Based on radar observations, the pyro-convection reached an altitude of about 13 km, well above the tropopause, which was located at about 11.2 km. The model simulation yields a similarly strong convection with an overshoot of the convection above the tropopause. The main outflow from the pyro-convection occurs at about 10.6 km, but a significant fraction (about 8%) of the emitted mass of the smoke aerosol is transported above the tropopause. In contrast to regular convection, the region with maximum updraft velocity in the pyro-convection is located close to the surface above the fire. This results in high updraft velocities >10 m s−1 at cloud base. The temperature anomaly in the plume decreases rapidly with height from values above 50 K at the fire to about 5 K at about 3000 m above the fire. While the sensible heat released from the fire is responsible for the initiation of convection in the model, the release of latent heat from condensation and freezing dominates the overall energy budget. Emissions of water vapor from the fire do not significantly contribute to the energy budget of the convection.
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Trentmann, J., G. Luderer, T. Winterrath, M. D. Fromm, R. Servranckx, C. Textor, M. Herzog, H. F. Graf et M. O. Andreae. « Modeling of biomass smoke injection into the lower stratosphere by a large forest fire (Part I) : reference simulation ». Atmospheric Chemistry and Physics Discussions 6, no 4 (10 juillet 2006) : 6041–80. http://dx.doi.org/10.5194/acpd-6-6041-2006.
Texte intégralRésumé :
Abstract. Wildland fires in boreal regions have the potential to initiate deep convection, so-called pyro-convection, due to their release of sensible heat. Under favorable atmospheric conditions, large fires can result in pyro-convection that transports the emissions into the upper troposphere and the lower stratosphere. Here, we present three-dimensional model simulations of the injection of fire emissions into the lower stratosphere by pyro-convection. These model simulations are constrained and evaluated with observations obtained from the Chisholm fire in Alberta, Canada, in 2001. The active tracer high resolution atmospheric model (ATHAM) is initialized with observations obtained by radiosonde. Information on the fire forcing is obtained from ground-based observations of the mass and moisture of the burned fuel. Based on radar observations, the pyro-convection reached an altitude of about 13 km, well above the tropopause, which was located at about 11.2 km. The model simulation yields a similarly strong convection with an overshoot of the convection above the tropopause. The main outflow from the pyro-convection occurs at about 10.6 km, but a significant fraction (about 8%) of the emitted mass of the smoke aerosol is transported above the tropopause. In contrast to regular convection, the region with maximum updraft velocity in the pyro-convection is located close to the surface above the fire. This results in high updraft velocities >10 ms−1 at cloud base. The temperature anomaly in the plume decreases rapidly with height from values above 50 K at the fire to about 5 K at about 3000 m above the fire. While the sensible heat released from the fire is responsible for the initiation of convection in the model, the release of latent heat from condensation and freezing dominates the overall energy budget. Emissions of water vapor from the fire do not significantly contribute to the energy budget of the convection.
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Adamatzky, Andrew, et Selim G. Akl. « Trans-Canada Slimeways ». International Journal of Natural Computing Research 2, no 4 (octobre 2011) : 31–46. http://dx.doi.org/10.4018/jncr.2011100103.
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Slime mould Physarum polycephalum builds up sophisticated networks to transport nutrients between distant parts of its extended body. The slime mould’s protoplasmic network is optimised for maximum coverage of nutrients yet minimum energy spent on transportation of the intra-cellular material. In laboratory experiments with P. polycephalum we represent Canadian major urban areas with rolled oats and inoculated slime mould in the Toronto area. The plasmodium spans the urban areas with its network of protoplasmic tubes. The authors uncover similarities and differences between the protoplasmic network and the Canadian national highway network, analyse the networks in terms of proximity graphs and evaluate slime mould’s network response to contamination.
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Landers, Ruth E. « Transport Canada Crisis Management System (CMS) ». Prehospital and Disaster Medicine 15, S2 (septembre 2000) : S43. http://dx.doi.org/10.1017/s1049023x00031204.
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Ruppenthal, Karl M. « Transport education in Canada : a contrast ». International Journal of Physical Distribution & ; Logistics Management 28, no 4 (juin 1998) : 255–58. http://dx.doi.org/10.1108/09600039810222710.
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Brown, W. R., G. B. Johnston et M. A. Charette. « The Transport of Radioactive Materials in Canada ». International Journal of Radioactive Materials Transport 4, no 2 (janvier 1993) : 107–10. http://dx.doi.org/10.1179/rmt.1993.4.2.107.
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Hoyle, Brian S. « Transport in Canada : patterns, issues and trends ». Journal of Transport Geography 1, no 3 (septembre 1993) : 147–49. http://dx.doi.org/10.1016/0966-6923(93)90017-t.
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CAREY, J., E. ONGLEY et E. NAGY. « Hydrocarbon transport in the Mackenzie River, Canada ». Science of The Total Environment 97-98 (novembre 1990) : 69–88. http://dx.doi.org/10.1016/0048-9697(90)90231-i.
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Roh, Hyuk-Jae, et Satish Sharma. « COMBINED NONPARAMETRIC CHI-SQUARED AND BINOMIAL STATISTICAL TEST ON TRUCK TRAFFIC VOLUME CHANGES IN CANADIAN PROVINCIAL HIGHWAY NETWORK ». Transport 34, no 1 (5 février 2019) : 103–14. http://dx.doi.org/10.3846/transport.2019.7672.
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This paper examines the effect of weather conditions on truck type distribution using combined nonparametric chi-squared and binomial probability statistical tests. Influence of the winter conditions on truck type distribution is investigated in this paper by classifying trucks into single-unit trucks, single-trailer, and multi-trailer units. The investigation is based on 5 years Weigh-In-Motion (WIM) traffic data collected from Alberta provincial highway network in Canada. The WIM data is collected from six WIM sites located on Highway 2, Highway 2A, Highway 3, Highway 16 and Highway 44. The objective of this study is to investigate the association of three truck type distribution with month and season depending on weather conditions by means of nonparametric statistical test. The statistical results indicate that the variation of truck type distribution is influenced by type of highway facility, such as regional commuter roads and rural long distance highways. The season of the year (winter and non-winter) may also affect the truck type distribution on some types of roads. Findings of this study can benefit highway agencies in developing programs and policies related to efficient monitoring of truck traffic and maintaining highway network throughout the year.
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Stevenson, Jonathan D., Siu O'Young et Luc Rolland. « Assessment of alternative manual control methods for small unmanned aerial vehicles ». Journal of Unmanned Vehicle Systems 3, no 3 (septembre 2015) : 73–94. http://dx.doi.org/10.1139/juvs-2015-0007.
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This paper is a summary of experiments to assess alternative methods to control a small (<25 kg; under Transport Canada rules, small UAV are classified as under 25 kg; Transport Canada. 2014. TP15263 – Knowledge requirements for pilots of unmanned air vehicle systems (UAV) 25 kg or less, operating within visual line of sight. Transport Canada. August. Available from http://www.tc.gc.ca/eng/civilaviation/publications/page-6557.html [accessed 17 August 2015]) unmanned aerial vehicle (UAV) in manual mode. While it is true that the majority of a typical UAV mission will be in automatic mode (i.e., using an autopilot) this may not always be the case during takeoffs and landings, or if there is a failure of the autopilot. The concept of a manual control backup mode during all flight phases remains in proposed UAV regulations currently being defined in Canada and the US. The research summarized in this paper is an attempt to assess the accuracy of several manual control options for a small UAV. The paper includes both a theoretical discussion of the task of manually controlling a small UAV airframe and results from a series of field experiments investigating the use of first-person view techniques.
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Scott, John D., et Lance A. Durden. « Songbird-transported tick Ixodes minor (Ixodida : Ixodidae) discovered in Canada ». Canadian Entomologist 147, no 1 (5 juin 2014) : 46–50. http://dx.doi.org/10.4039/tce.2014.34.
Texte intégralRésumé :
AbstractTicks are carried into Canada by millions of birds during spring migration, and some of these blood-sucking ectoparasites harbour tick-associated pathogens. During a pan-Canadian study of ticks on avian hosts, we identified an extralimital tick, Ixodes minor Neumann (Ixodida: Ixodidae) collected from a Common Yellowthroat, Geothlypis trichas (Linnaeus) (Passeriformes: Parulidae) at Toronto, Ontario, Canada. Although the I. minor larva was not tested for any tick-borne pathogens, this tick species is considered a competent enzootic vector of the Lyme disease spirochete, Borrelia burgdorferi Johnson, Schmid, Hyde, Steigerwalt, and Brenner sensu lato (s.l.). Epidemiologically, diverse B. burgdorferi s.l. genospecies have been detected in, or isolated from I. minor, and this tick species potentially represents a public health risk not only in the southeastern United States of America, where I. minor is indigenous, but also in Canada. This tick collection is the northernmost report of I. minor in North America, and constitutes the first documentation of this tick species in Canada.
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Garant, Patrice. « La Cour du Québec et la justice administrative ». Les Cahiers de droit 53, no 2 (13 juin 2012) : 229–56. http://dx.doi.org/10.7202/1009442ar.
Texte intégralRésumé :
La Cour du Québec est aujourd’hui une juridiction impressionnante par l’ampleur et la diversité de ses attributions en matière tant civile que criminelle et pénale, mais aussi dans des matières de droit administratif ou qui ont un aspect de droit administratif. Quelle est la vocation véritable de cette cour ? Récemment une division administrative et d’appel a été créée. Il y a une controverse au sujet de la signification de l’appel à cette cour civile qui n’est pas une cour supérieure… Il y a eu plusieurs tournants décisifs dans l’histoire contemporaine de cette cour. En 1965, la jurisprudence a permis un élargissement considérable de sa juridiction civile, ce qui a inclus des matières comme les contrats administratifs ou la responsabilité civile de l’Administration. Par contre, en 1972 la Cour suprême du Canada a amputé la Cour du Québec d’une de ses attributions traditionnelles en droit municipal, soit la contestation des règlements municipaux pour cause d’illégalité. Le rôle spécifique de la Cour du Québec comme instance d’appel en droit administratif a été étudié dans le rapport Dussault en 1970, le livre blanc de 1975, le rapport Ouellette en 1987 et le rapport Garant en 1994. Au cours de la décennie 70, le législateur continuera de créer des droits d’appel à la Cour, mais surtout il crée d’importants tribunaux administratifs d’appel, tels que le Tribunal du travail, le Tribunal des transports ou le Tribunal des professions où il fait siéger les juges de la Cour. La Cour est devenue la plus imposante institution judiciaire au Québec : 270 postes de juges réguliers et 33 postes de juges de paix magistrats. Depuis les années 60, la Cour a bénéficié d’un parti pris très favorable de la part du législateur québécois. En 1996-1997, la Cour a été amputée de certaines juridictions d’appel au profit du Tribunal administratif du Québec, mais elle est restée un important tribunal d’appel dans des domaines variés : expropriation, impôt sur le revenu, fiscalité municipale, contentieux électoral, territoire agricole, déontologie policière, logement, accès à l’information… ; elle entend des contestations provenant de plusieurs tribunaux administratifs. Or la grande question de l’heure est de préciser la portée de ce contrôle judiciaire par comparaison avec celui de la Cour supérieure…
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Shea, J. M., F. S. Anslow et S. J. Marshall. « Hydrometeorological relationships on Haig Glacier, Alberta, Canada ». Annals of Glaciology 40 (2005) : 52–60. http://dx.doi.org/10.3189/172756405781813465.
Texte intégralRésumé :
AbstractWe investigate the relationships between meteorological, hydrological and glaciological data collected at Haig Glacier, Alberta, Canada, for the 2002 and 2003 ablation seasons. Correlation, lag cross-correlation and multivariate regression analyses are employed to assess the seasonal evolution of relationships between temperature, temperature residuals, total daily radiation, albedo, accumulation-area ratio (AAR) and total daily discharge (Qi). Early-season melt is temperature-dependent, when AAR remains high and the hydraulic properties of the snowpack limit both diurnal discharge variability and a rapid hydrologic response. As the melt season progresses, a decreasing AAR and ripening of the snowpack induce a glacier-wide decrease in albedo, and a structured radiation–discharge response is observed. Radiation-detrended temperature values offer modest improvements over physical temperature values in multivariate regression models estimating daily discharge values. Using a detrended-temperature indexed melt model, we assess the transport efficiency of the glacial hydrologic system through a comparison of total modelled daily melt and observed discharge. Transport efficiency values support the notion of a purge effect during freezing events and at the end of the ablation season, and suggest that it is the evolution of the supraglacial drainage system that controls diurnal discharge variability.
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Delgado-Aguiar, Gerardo, et José Ángel Hernández Luis. « Transporte Marítimo, Redes Portuarias Atlánticas y Mediterráneas. El Ejemplo de Canarias. » Revista de Estudios Andaluces, no 38 (2019) : 28–49. http://dx.doi.org/10.12795/rea.2019.i38.02.
Texte intégral
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Koasidis, Konstantinos, Anastasios Karamaneas, Alexandros Nikas, Hera Neofytou, Erlend A. T. Hermansen, Kathleen Vaillancourt et Haris Doukas. « Many Miles to Paris : A Sectoral Innovation System Analysis of the Transport Sector in Norway and Canada in Light of the Paris Agreement ». Sustainability 12, no 14 (20 juillet 2020) : 5832. http://dx.doi.org/10.3390/su12145832.
Texte intégralRésumé :
Transport is associated with high amounts of energy consumed and greenhouse gases emitted. Most transport means operate using fossil fuels, creating the urgent need for a rapid transformation of the sector. In this research, we examine the transport systems of Norway and Canada, two countries with similar shares of greenhouse gas emissions from transport and powerful oil industries operating within their boundaries. Our socio-technical analysis, based on the Sectoral Innovation Systems approach, attempts to identify the elements enabling Norway to become one of the leaders in the diffusion of electric vehicles, as well as the differences pacing down progress in Canada. By utilising the System Failure framework to compare the two systems, bottlenecks hindering the decarbonisation of the two transport systems are identified. Results indicate that the effectiveness of Norway’s policy is exaggerated and has led to recent spillover effects towards green shipping. The activity of oil companies, regional and federal legislative disputes in Canada and the lack of sincere efforts from system actors to address challenges lead to non-drastic greenhouse gas emission reductions, despite significant policy efforts from both countries. Insights into the effectiveness of previously implemented policies and the evolution of the two sectoral systems can help draw lessons towards sustainable transport.
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Trip, L., et R. J. Allan. « Sources, trends, implications and remediation of mercury contamination of lakes in remote areas of Canada ». Water Science and Technology 42, no 7-8 (1 octobre 2000) : 171–76. http://dx.doi.org/10.2166/wst.2000.0566.
Texte intégralRésumé :
The long-range atmospheric transport and deposition of mercury (Hg) into lakes has become a subject of increasing interest. In Canada today, the main sources of anthropogenic, atmospheric Hg are considered to be power stations and waste incinerators in the United States and Europe. Increases in deposition of Hg have been recorded in lake sediment cores from many parts of Canada. Where Hg input to lakes from local sources in Canada has been reduced, concentrations in lake sediments and lake biota have declined. However, in many remote lake, fish consumption advisories are still in effect for Hg. Debate continues over the sources of this mercury, whether long-range anthropogenic, atmospheric or natural. Many remedial actions have been taken in the past, and continue to be taken, to reduce Hg releases to the environment in Canada.
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Bouchard St-Amant, Pier-André. « Optimizing Health and Safety Inspections in Canada ». International Journal of Occupational Safety and Health 7, no 2 (1 juin 2017) : 3–16. http://dx.doi.org/10.3126/ijosh.v7i2.22890.
Texte intégralRésumé :
Background: Each year, the Canadian government assigns inspectors to visit firms and ensure compliance to the occupational health and safety provisions of the Canada Labour Code. This paper presents evidence supporting the hypothesis that assignments reduce the number of disabling injuries. It also presents a mathematical technique improving the performance of how firms are chosen for inspection.
Methods: By combining two administrative databases covering worksites under federal jurisdiction, the impact of assignments on injuries is estimated using instrumental variables. The instruments are the exogenous part of the government’s assignment rule for inspectors.
Results: The impact of one assignment on injuries is estimated to be -0.33 in the year following the assignment. Furthermore, by introducing a measure of diminishing marginal returns of assignments by sector, a more efficient assignment rule to help further minimize the number of injuries resulting from non-compliance with the Labour Code is suggested. This improved rule includes a reallocation of assignments across industries compared to the current allocation. In particular, assignments are transferred from the sectors of Air Transport and Road Transport to the sectors of Banking, Postal Contractors and Crown Corporations.
Conclusions: A counterfactual experiment with the new allocation of assignments suggests an 18% decrease in the number of injuries for the same yearly average number of assignments. Based on available estimates of the cost of injuries, the suggested change in the targeting tool would lead to annual savings of 72 million dollars in workers’ compensation claims.
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Scott, John, Kerry Clark et Lance Durden. « Presence of Babesia odocoilei and Borrelia burgdorferi Sensu Stricto in a Tick and Dual Parasitism of Amblyomma inornatum and Ixodes scapularis on a Bird in Canada ». Healthcare 7, no 1 (20 mars 2019) : 46. http://dx.doi.org/10.3390/healthcare7010046.
Texte intégralRésumé :
Wild birds transport ticks into Canada that harbor a diversity of zoonotic pathogens. However, medical practitioners often question how these zoonotic pathogens are present in their locality. In this study, we provide the first report of an Amblyomma inornatum tick cofeeding with a blacklegged tick, Ixodes scapularis, which parasitized a Veery, Catharus fuscescens—a neotropical songbird. Using the flagellin (flaB) gene of the Lyme disease bacterium, Borrelia burgdorferi sensu lato, and the 18S rRNA gene of the Babesia piroplasm, a malaria-like microorganism, we detected Borrelia burgdorferi sensu stricto and Babesia odocoilei, respectively, in an I. scapularis nymph. After the molt, these ticks can bite humans. Furthermore, this is the first documentation of B. odocoilei in a tick parasitizing a bird. Our findings substantiate the fact that migratory songbirds transport neotropical ticks long distances, and import them into Canada during northward spring migration. Health care practitioners need to be aware that migratory songbirds transport pathogen-laden ticks into Canada annually, and pose an unforeseen health risk to Canadians.