Workplace learning and training is often explicitly or implicitly planned to serve the economic interests of the organization. Furthermore, training planning and processes are generally determined by managers, instead of those who will be engaging in the learning. What happens to learning in the workplace when workers themselves determine its content and methods? As seen in the Community Training Plan (CTP), implemented at the Toronto Community Housing Corporation in 2003, control over workplace training by frontline staff has resulted in profound changes in many facets of working and community life. Using testimonials from a recent participatory evaluation of the CTP as well as a series of promotional videos, all of which were created by participants in the CTP, I demonstrate that the CTP has created new forms of engagement and participation; new learning foci; new spaces in the workplace; and finally a sense of staff ownership over learning.

This case study explores public order policing at the Vancouver Olympics and G20 Summit in Toronto. The source material is drawn from media coverage of these events. These cases are analyzed using prior theoretical works in order policing in order to achieve two research goals: to discover which theory best explains police actions and the extent of and reasons explaining the involvement of other government agencies in securing protest events in Canada. Using pattern matching methodology, it was found that no one particular theory is best at explaining events at the two cases, rather components of various theories provided the most useful insight. The components of these theories that need to be amalgamated through analytic induction are: the use of intelligence functions; police flexibility; as well as paramilitarization tactics. Finally, it was found that there was a noticeable presence and integration of other government agencies involved in securing both events.

The focus of this work is on how the educational elements that made up the institution called the British public school developed to form an "imperial mentality" among its students, and how these elements were transported, albeit with some modification, to the periphery of Empire. The existence of a broad and varied curriculum worked to form an imperial mentality that supported the aims of the British Empire from the mid-eighteenth century through the First World War. The use of a case study featuring Upper Canada College, one of the oldest Canadian "public" schools, further illuminates the influence and legacy of the public school model. Throughout the research, references to Upper Canada College will serve to focus the attention of the reader to the manner in which the British public school shaped the curriculum and the ethos of the College.

A combination of technical innovations, system cost reductions, and post-1970's tourism industry restructuring has led to the development and diffusion of a variety of sophisticated computer reservation systems, or CRSs. Questions remain as to the extent to which tourism suppliers and destinations have achieved CRS links. In this case study of two urban destinations, Montreal and Toronto, tourism supplier relationships with CRS technology are examined. Drawing on results from the accommodation and attraction sectors of each city, the varying degrees of CRS adoption and impact are illustrated. CRS adoption by firms is shown to be constrained by a variety of management market, and tourism product-oriented barriers. Strategies employed by tourism suppliers to counter and overcome these barriers are identified. Following a review of tourism and information technology policies within Canada, some regulatory initiatives that may assist in facilitating successful technology adoption and use among the various components of the urban tourism product are proposed. The constantly evolving 'technological' channels and networks of tourism marketing and distribution are shown to be important influences on tourism destination policy. (Abstract shortened by UMI.)

The goal of this thesis is to investigate and propose housing that increases density while offering a better quality of life for citizens inhabiting Toronto’s Avenues. This thesis compares three different building prototypes, all of varying scales and typological characteristics. The viability of each prototype is discussed with regards to the current economic and regulatory conditions within the city, as well as the varying quality of life that each prototype creates.

The historic connection between homelessness and severe economic depression has disappeared as a shortage of affordable decent housing prevails even during periods of strong economic growth. New factors such as the reduction of low skill careers in manufacturing in favour of higher paid higher skilled positions are causing an increasing gap between the highest and lowest earning populations in Canada. Furthermore, shifting taxation rates have reduced the federal government’s ability to provide funding for affordable housing. As a result, current market based solutions are failing to meet the diverse housing needs of our communities, leaving some homeless and many others at imminent risk. Policy plays a large role in finding a solution to this crisis; however the means of applying any solution is intrinsically an architectural issue. This thesis examines the state of homelessness in the city of Toronto and proposes a new and inclusive urban housing typology to better meet the city’s housing needs. The thesis is structured by three forms of inquiry: Firstly, an analysis of homelessness in Canada is used to identify the historic causes of homelessness. As well, the principle obstacles faced by key demographics are highlighted. Secondly, the thesis investigates existing responses to homelessness to identify the difference between reactionary responses and a more effective integrated city making approach. Finally, the lessons learned from earlier research are applied through the design of an inclusive housing typology, which, through a city making strategy, blends together residential, cultural, and commercial programming. The goal of this design proposal is to foster a richer urban community, which better serves the needs of the entire city.

Suburban Centres were established in the Toronto region as the population dispersed beyond the city’s borders. Intended as a set of delivery points for municipal services and concentrations of commercial and social program serving local suburban residents, government policy and market forces are now encouraging these centres to accumulate a greater range of program, and absorb a significant share of population growth. They have a mandate to orient new residents toward improved public transit routes as a relief for overburdened road infrastructure, but their fundamental role as a suburban downtown requires continued accessibility by car. The structure of the suburbs is fixed, dominated by the car as the primary element of an extensive mobility system that has generated its own spatial protocols and building typologies. The morphology of older urban areas was developed in response to the parameters of streetcar service and human abilities, and also shows a resistance to change. The two mobility systems co-exist, each with their own associated territories, creating an intermodal metropolis. In suburban centres, the intensive urban mobility extends into the reach of the suburban territory, creating a threshold condition that requires a hybrid morphology to serve both. The design adopts Scarborough Centre as a test site, proposing a morphology that accommodates urban and suburban mobility by embracing the suburban planning paradigm that separates vehicle traffic from public space. The interaction between the two networks is managed to create variations in accessibility characteristics that determine programmatic distribution. The public realm is compartmentalized into differentiated spaces that support a highly permeable pedestrian network integrated with the central transit station. The proposal allows Scarborough Centre to expand its public space network without compromising its function as a highly accessible suburban downtown.

The City of Toronto has done much to reduce congestion through transportation system management and travel demand measures. Yet, while measures to eliminate the traffic congestion problem have been necessary, they simply have not been sufficient to accommodate over 2.5 million residents and the many more who find their way into the area from points beyond particularly from other regions in the Greater Toronto Area (GTA). In addition, the transportation improvements certainly do not provide capacity adequate to address the needs of the future predicted residents and added economic activity. Congestion pricing is an untapped transportation strategy that can reduce traffic congestion, improve air quality, and raise the revenue essential to implement needed transportation measures that are effective in improving transportation services and facilities. While experience with congestion pricing is limited, there are sufficient examples and experiences around the world to demonstrate that, when implemented properly, it virtually never fails to be an effective tool to curb congestion. Yet, when initially proposed, it never fails to be controversial. This is due in part to the lack of research on the equity impacts on different socio-economic groups. This is the dichotomy and the dilemma of congestion pricing that every city must face in seeking this new approach to congestion management. The main goal of the research is to provide empirical research that enhances our understanding of the equity implications of cordon pricing for the urban region of Toronto, Canada. Three research objectives are identified to address the research goal. The first objective is to examine the ways that the GTA is moving toward or away the principles of sustainable transportation, and thus to make a case that Downtown Toronto is a candidate for cordon pricing. The second objective is to investigate if particular socio-economic groups would be disproportionately affected by the implementation of cordon pricing in Downtown Toronto, as one way of approaching the equity dimensions of such a policy. The third objective is to explore some of the policy aspects associated with implementing cordon pricing in Toronto, including public perceptions of such a policy as well as probable responses to the policy. The major findings of this analysis are that the GTA is not moving in the direction of sustainable transportation, which provides a concrete justification for demand-management interventions and that Downtown Toronto is a candidate for cordon pricing. A Downtown Toronto cordon pricing scheme would be progressive in its effects on the various socio-economic groups, and that the progressivity holds up even when travel is disaggregated by demographic factors such as age, gender, household size and occupational category. Full-time workers account for a larger proportion of the affected trips and the percentage of trips that would be affected is highest for those in the full-time high-income neighborhoods. The analyses show that toll charge is an important factor that would trigger some income groups to change their travel behaviour. People from high-income neighborhoods are more willing to pay the charges and drive as usual than people from other income neighborhoods. Revenue redistribution is critical to assess and achieve equity of congestion pricing.

A descent into the ravine is a step through a tear in urbanity. The terrain vague is a foil to the capitalist city; against a demand for order, specificity, and integration, it is disorienting, banal, erratic. Operating outside the constraints of dominant social structures, it harbours the unconscious of the city, not only an inevitable, but also a necessary rupture in the urban fabric. In this subterranean realm, the striated and measured plots of land are sporadically smoothed over by persistent nature, reclaiming its territory. These perceived voids invite projections of desire, both at a civic scale and on an individual level, that consequently shape the space. These are grounds of negotiation, a political realm often driven more by visceral impulses than economics. They aggravate tensions typically suppressed in the city, including those wrought by violence and melancholy. This is a portrait of the Don Valley in Toronto. Fragments of representation reveal the role of this space in the collective memory of the public. Beyond the infrastructure that binds them, the city and the valley are integrated through their opposition: one fuels the experience of the other.

The City of Toronto has done much to reduce congestion through transportation system management and travel demand measures. Yet, while measures to eliminate the traffic congestion problem have been necessary, they simply have not been sufficient to accommodate over 2.5 million residents and the many more who find their way into the area from points beyond particularly from other regions in the Greater Toronto Area (GTA). In addition, the transportation improvements certainly do not provide capacity adequate to address the needs of the future predicted residents and added economic activity. Congestion pricing is an untapped transportation strategy that can reduce traffic congestion, improve air quality, and raise the revenue essential to implement needed transportation measures that are effective in improving transportation services and facilities. While experience with congestion pricing is limited, there are sufficient examples and experiences around the world to demonstrate that, when implemented properly, it virtually never fails to be an effective tool to curb congestion. Yet, when initially proposed, it never fails to be controversial. This is due in part to the lack of research on the equity impacts on different socio-economic groups. This is the dichotomy and the dilemma of congestion pricing that every city must face in seeking this new approach to congestion management. The main goal of the research is to provide empirical research that enhances our understanding of the equity implications of cordon pricing for the urban region of Toronto, Canada. Three research objectives are identified to address the research goal. The first objective is to examine the ways that the GTA is moving toward or away the principles of sustainable transportation, and thus to make a case that Downtown Toronto is a candidate for cordon pricing. The second objective is to investigate if particular socio-economic groups would be disproportionately affected by the implementation of cordon pricing in Downtown Toronto, as one way of approaching the equity dimensions of such a policy. The third objective is to explore some of the policy aspects associated with implementing cordon pricing in Toronto, including public perceptions of such a policy as well as probable responses to the policy. The major findings of this analysis are that the GTA is not moving in the direction of sustainable transportation, which provides a concrete justification for demand-management interventions and that Downtown Toronto is a candidate for cordon pricing. A Downtown Toronto cordon pricing scheme would be progressive in its effects on the various socio-economic groups, and that the progressivity holds up even when travel is disaggregated by demographic factors such as age, gender, household size and occupational category. Full-time workers account for a larger proportion of the affected trips and the percentage of trips that would be affected is highest for those in the full-time high-income neighborhoods. The analyses show that toll charge is an important factor that would trigger some income groups to change their travel behaviour. People from high-income neighborhoods are more willing to pay the charges and drive as usual than people from other income neighborhoods. Revenue redistribution is critical to assess and achieve equity of congestion pricing.