The , published in Transportation Research Part C: Emerging Technologies, shows that municipalities may not need new infrastructure to become 鈥渟marter鈥� and explores how to use the city itself as the sensor.

Urban planners depend on data to support decisions ranging from parking management and road maintenance to traffic operations and environmental monitoring, explains Elham Heydari-Gharaei, the study鈥檚 first author and 91亚色 PhD alum. Collecting that information across an entire city, however, can require expensive networks of fixed sensors.

鈥淚t struck me that while municipalities spend millions installing and maintaining fixed sensors, thousands of vehicles are already travelling through urban streets every day,鈥� says Heydari-Gharaei, who is now an assistant professor at Toronto Metropolitan University. 鈥淭hat made me wonder: What if the city itself could become the sensor?鈥�

By strategically coordinating vehicles equipped as mobile sensors, bicycles, maintenance vehicles, municipal fleets and shared mobility services could gather and share information as they move through urban areas.

鈥淭he key challenge is coordinating those vehicles efficiently, so the data remains reliable while keeping costs manageable,鈥� says Heydari-Gharaei. 鈥淏y solving that coordination problem, cities can collect reliable, up-to-date information while making better use of existing resources.鈥�

In response, the research team developed algorithms to help planners evaluate operational scenarios. They assessed factors such as sensing frequency, fleet size and service routes, while scaling solutions for large urban networks.

One finding that stood out emerged from a Toronto case study. Researchers found that only about one-quarter of Toronto鈥檚 Bike Share fleet could monitor the entire permit parking network if equipped with sensors and strategically routed. The result highlights how optimization can significantly reduce the resources needed for city-wide monitoring.

Mehdi Nourinejad, associate professor at the and Heydari-Gharaei's doctoral supervisor, says the implications for mobile sensing systems could enhance data retrieval for infrastructure inspection, environmental monitoring, traffic management and other smart-city applications.

鈥淐ities already have thousands of vehicles moving through their streets every day and the key is to develop optimization methods that determine how those vehicles should be routed and deployed to collect reliable data,鈥� says Nourinejad. 鈥淚f cities can collect reliable information using resources they already operate, they may be able to improve services without major new expenditures.鈥�

The findings could also help address financial barriers experienced by municipalities seeking to expand data collection without making large investments in smart-city infrastructure.

Reliable urban data, says Heydari-Gharaei, supports everyday decisions, from helping drivers find parking to monitoring road conditions, air quality and public infrastructure. Better data, says Heydari-Gharaei, can support better planning, reduced congestion, improved sustainability and more responsive public services.

鈥淎s sensing technologies continue to improve, there is enormous potential to rethink how cities gather information without continuously investing in new infrastructure,鈥� says Heydari-Gharaei.

During the project, 91亚色 researchers collaborated with Professor Matthew Roorda from the University of Toronto, who contributed expertise in freight transportation and urban mobility.

With files from Alex Huls

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Professor Eric Miller as well as lead author and PhD student Peri Dworatzek have published a report titled which examines the protected natural and agricultural lands through the lens of biocapacity 鈥� the ability of land and ecosystems to provide resources and absorb environmental impacts.

Prepared by the for the Greenbelt Foundation, the report finds the Greenbelt provides significantly greater ecological biocapacity per hectare than the rest of Ontario, averaging 2.8 global hectares versus 1.02.

This, say the authors who worked with MES students Bumika Srikanthalingam and Kaitlin Pal, demonstrates the value of maintaining and strengthening protections for the region鈥檚 agricultural and natural landscapes.

The findings provide new evidence for policymakers and planners as they consider how future growth and infrastructure projects may affect the province鈥檚 environmental assets. The analysis indicates that increasing demand for land, food and fresh water could place additional strain on these systems if development is not carefully managed.

Miller and and Dworatzek identified several actions that could help safeguard and enhance the Greenbelt鈥檚 ecological capacity. These include improving the collection and use of land-use data; expanding mapping of agricultural, water and natural heritage systems; and making geospatial information more accessible to support planning decisions.

鈥淟and cover and biocapacity data provide valuable tools for informing decisions that can help maintain protections for the Greenbelt and the ecosystems that support Ontario鈥檚 growing population,鈥� says Miller. 鈥淢easuring biocapacity helps governments track progress towards sustainability and other environmental goals.鈥�

The findings also emphasize the importance of restoring natural areas, supporting regenerative agricultural practices and improving soil health to strengthen long-term productivity. Researchers recommend integrating ecological capacity measures into municipal planning and natural asset management strategies.

Produced as part of the Greenbelt Foundation鈥檚 Visioning the Future of the Greenbelt series, the report positions the Greenbelt as a key component of Ontario鈥檚 response to environmental and resource challenges, Miller notes.

鈥淭he Greenbelt鈥檚 natural infrastructure provides significant value to Ontario. By quantifying those benefits, we can better inform planning and policy decisions that affect the region鈥檚 long-term sustainability,鈥� says Miller. 鈥淭his research demonstrates the measurable benefits natural systems provide to Ontario鈥檚 communities and economy, and offers a framework to support evidence-based planning.鈥�

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Cities are often designed with an assumption that residents are able-bodied, leaving many older adults and people with disabilities to face barriers in their daily lives. Gebresselassie, an assistant professor at the , argues that urban planners have an opportunity to better serve both groups by recognizing overlapping needs and developing more integrated planning solutions.

The paper, published in the , emerged from a roundtable co-organized by Gebresselassie at the 2024 annual conference of the Association of Collegiate Schools of Planning. The discussion brought together researchers examining accessibility issues in transportation, housing and planning processes that affect older adults and people with disabilities.

According to the study, transportation remains one of the most significant challenges for both aging populations and people with disabilities. Older adults may face mobility limitations as they age or stop driving, while people with disabilities often encounter inaccessible transit systems or limited transportation options.

These barriers make it more difficult to reach jobs, services, social activities and health care, increasing the risk of isolation.

Housing presents similar concerns. Most homes lack basic accessible design features such as single-floor living, no-step entry and wide doorways. Accessible homes can be difficult to find and costly. Even when suitable housing is available, it may be located far from transit, amenities and community services, creating additional barriers to participation in daily life.

Although these issues are often examined separately, the researchers argue they are closely connected. Governments, planners and researchers often address aging and disability through separate policies and programs, which can lead to fragmented approaches to transportation, housing and community development.

"Previously, researchers on these topics investigated accessibility issues for the two populations in silos, despite the common challenges they face," says Gebresselassie.

To address these issues, the authors propose an anti-ableist framework that encourages planners to consider accessibility from the beginning of the planning process.

Instead of treating aging and disability as separate concerns, the researchers argue that municipalities should integrate policies, services and decision-making processes. The paper outlines a framework to bring together government departments, community organizations and residents to ensure barrier-free design is considered across transportation, housing and public infrastructure.

"This means moving toward a planning culture that is anti-ableist and can address the accessibility needs of both groups," says Gebresselassie.

The researchers also call for greater involvement from people with lived experience in urban design decisions, as well as enhanced access training in planning education and professional practice.

The authors hope the study will encourage further research on the subject.

"As one of the pioneering studies to illuminate the need to explore the overlap, our study encourages other researchers to follow suit," says Gebresselassie.

The study has also led to an ongoing research collaboration between 91亚色 and the University of Utah. Gebresselassie and collaborator Andy Hong are currently completing another study that examines historical trends in transportation accessibility research involving older adults and people with disabilities.

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鈥淲hen we think of environmental sustainability, we often immediately think about newer energy-efficient technologies. Organic waste treatment becomes rather an afterthought,鈥� says Reema Kumar, a PhD candidate at 91亚色's and lead author of the study.

That perspective is beginning to change as researchers look for new ways to recover value from organic waste. Instead of sending food waste to landfill 鈥� where it can contribute to greenhouse gases and other forms of pollution 鈥� scientists are exploring how it can be converted into useful resources.

One promising approach uses microorganisms to break down discarded food and produce chemicals that are typically made from petroleum-based sources, creating an alternative to landfill disposal and fossil-based production.

While researchers have tested adding microorganisms to increase the production of useful compounds from discarded food, most of that research has focused on systems that operate at relatively warm temperatures. Much less is known about whether the same process can selectively produce compounds under colder, lower-energy conditions.

According to Kumar, maintaining warmer operating conditions can require significant energy input, particularly in colder climates. Seeking a more energy-efficient approach, Kumar and her colleagues turned their attention to lower-temperature systems.

鈥淲e were inspired to optimize this natural system of microorganisms using food waste to produce volatile fatty acids under lower temperature conditions to make it more energy efficient as well as provide a targeted approach for production,鈥� says Kumar.

They honed in on Clostridium butyricum, a bacterium known for generating butyric acid and a commercially valuable chemical commonly used in food, pharmaceutical and industrial products. Yielding such chemicals from organic waste could provide a more sustainable alternative to conventional manufacturing methods that rely on fossil-fuel-derived raw materials.

Their work questioned whether introducing the bacterium into a low-temperature food-waste fermentation system could increase production of butyric acid.

In a study published in , Kumar and her collaborators tested the idea using food waste and wastewater sludge. The research was co-supervised by Lassonde Professor Satinder Kaur Brar, along with Guneet Kaur, associate professor at the University of Guelph.

The team created a series of small-scale experiments using food waste collected from restaurants in 91亚色 Lanes and sludge sourced from the Humber Wastewater Treatment Facility. Together, the food waste and sludge created conditions that allowed naturally occurring microorganisms to break down the waste.

Clostridium butyricum was then introduced into some of the samples to see if the bacterium could steer the process toward producing more butyric acid.

鈥淲e wanted to show that you can 鈥榞uide鈥� a complex microbial community, made up of many different bacteria naturally found in wastewater sludge, toward a specific, useful outcome just by introducing one well-chosen microorganism,鈥� says Kumar. 鈥淚t's a bit like steering a crowd by adding a few people who know where they're going.鈥�

The approach worked even better than the researchers expected. The system that received the bacterium produced more than twice as many acids overall and more than five times as much butyric acid compared to the control.

鈥淲e didn't expect such a strong response at a temperature of 17 C," says Kumar. "That was a genuinely exciting result."

The findings, she adds, point to a future where discarded food can be viewed as a resource rather than waste.

Increasing the production of commercially valuable compouds at lower temperatures could pave the way for more energy-efficient waste-treatment systems that recover greater value from discarded food. Over time, it may help keep organic waste out of landfills while creating renewable alternatives to some petroleum-derived chemicals.

鈥淲e hope it helps move the needle toward low-cost, low-energy ways of recovering value from food waste, especially in colder countries,鈥� says Kumar. 鈥淥nce this approach can eventually be scaled up, it could support local biorefinery systems that turn organic waste into useful chemicals without requiring expensive heating infrastructure. That has real implications for both sustainability and economics.鈥�

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For nearly five days, the heavy blanket of smoke trapped toxic particles over Toronto, drastically increasing health risks while the wildfires caused catastrophic damage in communities across northwestern Ontario. 

The unprecedented devastation has 91亚色 experts debating whether Canada should explore a new national agency to manage wildfire response 鈥� or revamp the system in place. 

The recent fires in northwestern Ontario are now accelerating conversations about how Canada manages wildfires, which have gained momentum since fires tore through Jasper, Alta. two years ago consuming about a third of the town鈥檚 buildings.  

Since then recovery has remained painfully slow, highlighting the longterm impacts of the shorterm devastation of wildfires. As of March 2026, only 4 per cent of the 374 properties lost to fire have been fully rebuilt. Meanwhile, insured losses have swelled from early projections of $900 million to an estimated $1.3 billion, according to the Insurance Bureau of Canada.

Those numbers have made Jasper a test case for a broader question facing Ottawa: should the federal government overhaul how it manages wildfires 鈥� perhaps by creating a national agency 鈥� or focus on fixing the system it already has? 

Across Canada, opinions diverge sharply on what that change should look like. The debate runs straight through 91亚色鈥檚 Disaster and Emergency Management program at the Faculty of Liberal Arts & Professional Studies, where two professors studying wildfires stake opposing positions. 

After a major fire, 鈥渋t is all left to individual communities impacted to manage it themselves,鈥� and a federally mandated framework would be beneficial, says Ali Asgary, 91亚色 professor and director of the Advanced Disaster, Emergency and Rapid Response Simulation (ADERSIM) Lab, which uses large-scale simulations to model disasters and test emergency responses. 

His colleague, Professor Eric B. Kennedy, studies the human dimensions of fire and how people and institutions use evidence to make decisions in wildfire and other emergencies. Like Asgary, Kennedy shares 鈥渢his sense that we need transformative thinking,鈥� but argues that Canada should focus on transforming the systems and programs it already has, rather than building a new national agency from scratch. 

Both agree recent seasons have revealed how fragile Canada鈥檚 wildfire system becomes under extreme pressure 鈥� and that Jasper stands as one of the starkest examples. 

A system under pressure

When the Jasper wildfires erupted in July 2024, scarce resources and confusion over jurisdiction hampered early firefighting efforts, despite what officials described as a well-oiled crisis response. 

Ken McMullen, chief of emergency services for Red Deer Emergency Services and president of the Canadian Association of Fire Chiefs (CAFC), served as an incident commander on the scene. One fire burned to the northeast of Jasper, while three fires to the south merged into a singular inferno racing toward town. 

Inside the blaze, the heat and winds acted like a convection oven, generating gusts as powerful as an EF-5 tornado with wind speeds exceeding 300 km/hr, uprooting trees and hurling flames up to 50 metres into the ir. When mountainside trees gave way, embers rained down on the town, setting homes and businesses ablaze. 

McMullen and his team coordinated the wildland, municipal and volunteer firefighting teams in evacuating 20,000 people, and deploying high-volume sprinkler systems, a rotating air fleet for water drops and hotspot detection, and continuous fuel removal to steer the flames鈥� path. 

Still, when air tankers were needed that first night, none of Canada鈥檚 106-plane fleet was available 鈥� already committed to fires burning in other provinces. By the next day, the blaze had grown too large for water drops to make a difference. By the third, the wind and smoke made flying unsafe. 

It would take 47 days before the fires were declared under control. By the end of the 2024 fire season, two Canadian firefighters had died, including one in Jasper. 

Now, with wildfires raging across northwestern Ontario, McMullen, Kennedy and Asgary all agree that Canada is not ready, and they鈥檙e urging swift, systemic change at the federal level. 

鈥淎t the height of a wildfire season, everybody鈥檚 interested. Politicians are interested. Industry is interested to learn, what do we do differently?鈥� McMullen says. But once major fires are extinguished, they鈥檙e on the back burner until spring. 

鈥淲e forget in January what we talked about in July,鈥� he says. 鈥淲e have to make it a 365-day conversation.鈥�

A changing risk landscape

For Kennedy and Asgary, that conversation requires starting with fire itself and how it has evolved. 

Climate change has generated hotter temperatures and drier landscapes, altering fire behaviour and lengthening wildfire seasons around the world. Kennedy leads YEMERGE, a pan-University research network that studies how people, communities and institutions prepare for and respond to crises such as wildfires. His lab examines how local governments adopt mitigation programs such as FireSmart Canada, and how bureaucratic processes and staff turnover in government can hamper fire mitigation efforts. 

鈥淭he big challenge is the magnitude of what we鈥檙e facing,鈥� Kennedy says. 鈥淲e have huge forested areas. We have a lot of the [urban] interface at risk of exposure, we have a lot of historic building stock that is not necessarily fire adapted, and we鈥檝e got challenges 鈥� like how to make housing more affordable that can, at times, be at odds with doing well on fire.鈥� 

The 2023, 2024 and 2025 seasons were among the top five worst in Canada鈥檚 wildfire history. With 16.5 million hectares of land burned from coast to coast, 2023 was the most destructive on record, followed by 2025 at 8.9 million hectares. 

鈥淲hen you have three consecutive years, you can鈥檛 say 鈥榰nprecedented鈥� anymore,鈥� McMullen says. 鈥淵ou can鈥檛 say it was 鈥榰npredictable.鈥� So if [fires] are predictable, that means that they are preventable.鈥� 

91亚色鈥檚 Disaster and Emergency Management program is instrumental in making those predictions. Asgary鈥檚 team at ADERSIM forecasts the behaviour of existing wildfires with AI modelling, develops drone-based wildfire sensing tools for water quality assessments, and uses virtual reality to help residents make changes related to wildfire. 

鈥淲e can provide a lot of research and training capacities, especially when it comes to the use of new technologies in this area,鈥� Asgary says. 

However, resources have been stretched to capacity across the country, burdened further by a complicated chain of command. In Canada, emergency management for any hazard is usually executed first at the municipal level. As a disaster grows, communities call on their provincial or territorial ministries for more support. 

Fire management in Canada also involves all 13 provincial and territorial wildland fire agencies. Those agencies own and operate the non-profit Canadian Interagency Forest Fire Centre (CIFFC), a collaborative body that coordinates resource sharing and mutual aid but does not function as a federal agency itself. 

Federal emergency management currently falls under the purview of Public Safety Canada and its Government Operations Centre (GOC), which focuses on preparedness and response. In the case of Jasper, the GOC provided humanitarian and logistical support for residents, and coordinated the deployment of Canadian Armed Forces heavy-lift aircraft with the team on the ground. 

There are gaps between existing agencies: CIFFC mobilizes personnel but does not hire or train firefighters, and the GOC鈥檚 activities stop short of the other two tenets of emergency management: prevention and mitigation, and recovery. 

Jurisdictional responsibility for wildfires is further complicated by fragmentation at each level of government. If a wildfire occurs on federal lands managed by the Department of National Defence or Parks Canada, those agencies coordinate the firefighting efforts, not the province.

That was the situation with the Jasper wildfires. A 2025 report commissioned by the Municipality of Jasper cited the provincial government鈥檚 interference as a slowdown to response operations. The report found the province of Alberta repeatedly requested information from the command team and attempted to make decisions, even though it had no jurisdictional authority because the town is located within a national park. 

A year prior, the National Risk Profile (NPR), a national disaster risk assessment published by Public Safety Canada, had warned that jurisdictions are not aligned in their emergency management approaches and programming. The NPR identified further challenges, including information-sharing bottlenecks between the health and emergency management systems. 

Asgary says the current system isn鈥檛 working like it used to. Even well-resourced provinces such as Ontario or B.C. have been overwhelmed in recent years, leaving little capacity to support neighbours. Without a top-down framework, Asgary says, municipalities hire consultants and end up with equipment and software incompatible with other stakeholders 鈥� a problem that only surfaces when operations scale up during a disaster. 

鈥淭he time has passed to do reactive policy making,鈥� Asgary says. 鈥淲e are now in the middle of a major climate change-related crisis. It should be clear for everyone that the current system is not sufficient.鈥� 

The resource challenge

As a disaster unfolds, resources are often assigned based on availability rather than what is best suited for the job, Asgary says. 

鈥淭he wildfire is not going to tell us, 鈥業鈥檓 going to happen now,鈥欌�� he says. 鈥淭hese resources may be already deployed somewhere else.鈥� 

A national reserve firefighting force is an oft-cited solution, but unlikely without a systemic change in recruitment, says McMullen, who represents fire chiefs across Canada in his role as president of the CAFC. Of Canada鈥檚 126,000 firefighters, about 90,000 are volunteers 鈥� a pool that has shrunk by nearly 29 per cent since 2016. McMullen correlates the drop with recent wildfire seasons that have strained volunteers, who are normally called upon an average of 22 minutes a week to provide support in their local communities. 

If provinces were to increase investment in attracting and recruiting new firefighters or equipment to the pipeline, Kennedy says there would be 鈥渆nough slack in the system to keep trading and sharing and providing mutual aid.鈥� 

The provinces and territories currently own and share an aging fleet of water bombers. The federal government hasn鈥檛 committed to investing in a national fleet, but did announce $316.7 million over the next five years to contract additional aircraft from third parties for the 2026 season and beyond. Provinces, meanwhile, are moving ahead on their own: Alberta announced in February that it would invest $400 million to purchase five De Havilland Canadair 515 firefighting aircraft, with the first delivered in 2031. Manitoba is also in line to acquire three of the new water bombers, with the first to arrive by 2031.

Two paths forward: the debate

Calls for a national wildfire agency surface every year during the height of wildfire season as another potential solution to the resource problem. 

Kennedy says a wildfire agency is a 鈥済reat buzzword,鈥� but notes CIFFC is already working effectively at pooling resources between provinces and navigating equipment procurement with the federal government. 

鈥淭hese 15 fire agencies have been working for decades to build trust with communities, to build relationships, to develop infrastructure and get their systems working well. Why would we want to create a 16th fire bureaucracy?鈥� Kennedy says. 鈥淭his call [acts as] a code word for, 鈥榃e need more co-ordination,鈥� or, 鈥榳e need more collaboration.鈥欌�� 

He says Canada鈥檚 approach would be better served with continuous injections of funding to existing systems. He sees the Government Operations Centre as a potential springboard for building a solid operational framework for all emergencies, including wildfires. 

Asgary envisions an emergency management agency that also covers floods and earthquakes. He says the current system 鈥渋s not really able to help to the level that these provinces expect, because they don鈥檛 have [the resources]鈥� during the time of the actual emergency. 

He points to the U.S. Federal Emergency Management Agency as an example of an agency with a wide mandate to do anything required to manage a disaster and its aftermath, including waiving bureaucratic processes and pulling resources from governmental departments. 

McMullen and the CAFC have been lobbying for more of a hybrid role in the form of a national fire commissioner or liaison, who would act as point person for all federal fire-related conversations. 

The Insurance Bureau of Canada (IBC) echoes Asgary鈥檚 call for a central emergency management agency so communities can avoid creating a new 鈥減laybook鈥� after every disaster. The IBC, which oversaw $2.4 billion in insured loss claims related to weather in 2025, has called on the federal government to discuss their response to emergency management. Talks are underway: Minister of Emergency Management and Community Resilience Eleanor Olszewski led public and industry consultations through March 2026, with a report forthcoming. 

Canada remains the only G7 country without a national emergency management agency or a national fire administration. 鈥� 

A future with fire

Central to whatever comes next is mitigation 鈥� the actions taken before a fire. 

鈥淲e have to accept that we will live with fire,鈥� Kennedy says. 鈥淗ow do we make the landscape less attractive for that fire to spread?鈥� 

One way is to focus on improvements to the wildland itself. Containing every fire means the forest becomes overburdened with healthy trees that act as fuel. Controlled burns can encourage regeneration of the landscape, and clearing long strips of land to form built-in firebreaks can slow the spread of wildfire. 

Another approach is to work within communities on updating building codes so new structures use fire-resistant materials 鈥� which the town of Jasper is doing 鈥� and on educating residents about wildfire-proofing measures they can make to their homes. 

Disaster response already costs the federal government about $1.8 billion a year. However, the National Risk Profile estimates a return on investment of $4 to $10 for every dollar spent on mitigation, with the highest returns related to risk assessment, hazard analysis and mitigation planning. 

Canada is nowhere near international investment benchmarks established by the European Union that suggests governments spend between 0.66 and 1.25 per cent of their GDP annually on climate adaptation, which includes fire mitigation activities. For Canada, that would fall between $21.5 and $40.7 billion. In 2026, the federal climate adaptation spend is $7.1 billion. 

Investments start and stall with shifts in government, which further complicate consistent action, and are often targeted at firefighting instead of systemic change, Kennedy says. 鈥� 

鈥淭here is simply no number of firefighters that would be enough in Canada. We will never have enough air tankers. We will never have enough hoses. We will never have enough firefighters. That is a black hole of investment,鈥� says Kennedy. 鈥淲e could pour as much money into firefighting as we want, and it will never be enough, because the root causes of this are not fire suppression alone, but are ecosystem management, addressing climate change and building more resiliently.鈥�

Contributed by Kristina Urquhart

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When聽Dorin was a doctoral student in the Faculty of Environmental & Urban Change and began discussing potential PhD research projects with Colla, her supervisor and one of Canada's leading pollinator conservation scientists, she already knew the questions she wanted to pursue.

With a background in wildlife biology, Dorin had followed growing concern about bee declines and understood the significance of the issue given the critical role pollinators play in maintaining healthy ecosystems and supporting food production.

鈥淟ike many others, I was deeply concerned about the declines we were seeing,鈥� Dorin says. She considered such question as: 鈥淲hat does effective pollinator conservation look like? How can we engage landowners in taking action to protect pollinators?鈥�

For many doctoral students, refining broad interests into a focused dissertation project can be one of the most challenging parts of the process. Dorin says Colla鈥檚 guidance was instrumental in helping her navigate that challenge.

鈥淪he had an incredible ability to ask the right questions and encourage me to think more deeply about the science,鈥� says Dorin.

With Colla's mentorship, those questions eventually led Dorin to explore what she saw as an overlooked area.

She explains that while a lot of research focuses on crops that depend on animal pollination, such as apples and blueberries, crops that do not require pollinators cover larger areas of agricultural land.

鈥淚f we assume those landscapes don't matter because the crops themselves don't need bees, we're overlooking millions of acres that pollinators may still use,鈥� she says. 鈥淚 wanted to understand what role these pollinator-independent crops play in supporting wild bee populations across agricultural landscapes.鈥�

That realization led Dorin and Colla to take a closer look at vineyards. Although grapes do not require animal pollination, vineyards represent large agricultural infrastructure and could provide important habitat for wild bees.

To explore that possibility, Dorin and Colla studied wild bee communities in 26 commercial vineyards in Niagara Region over two growing seasons. In addition to sampling bees, they examined factors including vegetation between vineyard rows, surrounding land uses, soil characteristics and topography.

The approach reflected one of Dorin's guiding principles throughout the project.

鈥淏ees don't recognize farm boundaries or distinguish between crop types,鈥� she says. 鈥淭hey move freely across the landscape 鈥� nesting, foraging and dispersing where suitable habitat and resources exist.鈥�

For Dorin, taking that broader perspective is essential to developing conservation strategies that reflect how pollinators experience the landscape. The findings, now published in , reinforce that outlook.

鈥淥ur research found a very high abundance and diversity of wild bees in vineyard agroecosystems, showing that these independent crops can support thriving bee communities,鈥� says Dorin.

The study found that bee communities were shaped by a combination of local and landscape-level conditions. Bee abundance and diversity were typically higher in vineyards surrounded by semi-natural habitats such as forests and treed areas. Taller vegetation between vineyard rows was also linked to healthier bee communities.

Another finding involved nesting habitat. Soil conditions were linked to different types of bees, suggesting conservation efforts must consider not only where pollinators find food, but also where they live and reproduce.

The results were the culmination of years of work for both Dorin and Colla.

Finishing the project, however, was not without its challenges. Examining wild bee communities across vineyard environments from multiple angles was an ambitious undertaking. But Dorin says Colla never made anything feel impossible for her students.

鈥淪he genuinely believed we were capable of succeeding,鈥� says Dorin. 鈥淪he trusted her students with meaningful responsibility, but she was always there when we needed guidance.鈥�

And because research rarely goes exactly as planned, she says, there were plenty of moments when that support was needed. Dorin recalls that whether challenges emerged during fieldwork, in the lab or during data analysis, Colla consistently offered advice, reassurance and a fresh perspective.

That commitment to her students remained unchanged, even as Colla faced significant health challenges.

By then, much of the project's fieldwork had been completed and the focus had shifted to data analysis and writing. Dorin says Colla remained actively involved throughout that stage of the research, continuing to meet with her to discuss results and provide feedback.

鈥淓ven during such a difficult time, she was still thinking about her students,鈥� says Dorin. 鈥淭hat says a great deal about the kind of mentor she was.鈥�

After Colla's death in 2025, finishing the project 鈥� even though much of the work had already been completed 鈥� was difficult for Dorin. She says it was impossible not to think about how much Colla would have enjoyed seeing the final dissertation and the resulting publications.

Dorin also believes Colla would have been especially excited by opportunities to share the findings with farmers, land managers and policymakers.

鈥淪he recognized that good science alone isn't enough,鈥� says Dorin. 鈥淪he believed that meaningful conservation requires research, but also policy, community engagement, education and action.鈥�

That way of thinking continues to shape Dorin's own approach to conservation and her goals for this latest study. She hopes the findings will help bridge the gap between science and on-the-ground land management, and encourage new ways of thinking about how wild bees can be supported 鈥� even in landscapes not traditionally considered pollinator habitat.

The work also contributes to a more nuanced understanding of pollinator conservation. Ontario is home to hundreds of species of wild bees, each with different nesting and foraging requirements, making a one-size-fits-all solution for supporting pollinators unlikely. Instead, Dorin says, understanding how different habitats benefit different species can lead to more informed conservation decisions across agricultural ecosystems.

That includes, she says, thinking beyond individual farms. Pollinator conservation occurs at the landscape scale, meaning it is not only how a vineyard is managed that matters, but also how nearby forests, hedgerows, roadsides, neighbouring croplands and even soils are managed.

Dorin sees those ambitions as a continuation of Colla's influence.

鈥淭hroughout her career, she showed us that conservation is not something achieved in isolation. It requires connecting science with communities, research with action and people with the ecosystems they depend on,鈥� says Dorin.

Dorin was among the many students, researchers and conservation advocates influenced by that philosophy. The vineyard study 鈥� and the hopes she has for its impact 鈥� reflect lessons Colla instilled throughout her career.

鈥淐ompleting this project without her was bittersweet. I wish she could have been there for my defence and to celebrate these publications, but I feel incredibly grateful that I had her mentorship for so much of this journey,鈥� she says. 鈥淪heila was simply one of the best people I've ever known.鈥�

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Scientists in environmental geophysics and geotechnical engineering study underground conditions that influence groundwater resources, landslide risks and the stability of critical infrastructure.

As climate change increases flooding and other extreme weather events, understanding what goes on beneath the Earth's surface is becoming more important.

To do that, researchers collect large volumes of information using seismic surveys, ground-penetrating radar, environmental sensors, satellite observations and borehole testing. Each source provides different information. Integrating and interpreting those datasets, however, can be a complex and time-consuming challenge.

"We now collect large amounts of geophysical, geotechnical and environmental data, but these datasets are often analyzed separately," says Akingboye, whose research in EUC focuses on climate-related hazards and infrastructure resilience.

That is one reason AI is steadily being applied in the field, he says. The technology improves how researchers merge datasets, analyze results and identify patterns. This provides a clearer understanding of subsurface conditions to assess landslide risks, monitor infrastructure and evaluate groundwater systems.

With AI expanding into environmental geophysics and geotechnical engineering, Akingboye paused to assess how the technology was being used.

"A question I had been thinking about for some time was, with the rapid growth of artificial intelligence, are we actually using it in the most meaningful way in environmental geophysics and geotechnical engineering?" he says.

That question became the starting point for a new co-authored by Akingboye and Professor Adeyemi Oludapo Olusola, who supervises his work in EUC. The paper examined hundreds of recent studies to assess how AI is being used in environmental geophysics and geotechnical engineering, evaluating both the progress being made and the challenges that remain.

鈥淭he sheer range of AI applications was surprising. We found AI being used for subsurface imaging, groundwater assessment, soil-rock characterization, landslide and slope instability prediction, and infrastructure monitoring, among many other applications,鈥� says Akingboye.

The review shows AI improves subsurface research by integrating multiple data streams to deliver detailed underground maps and efficient estimates of soil, rock and groundwater properties.

For Akingboye, documenting AI's growth was only part of the story; it was also about whether the technology could be trusted in environmental and engineering decision-making.

鈥淎 high-performing model is not automatically a useful or trustworthy one. We wanted to ask broader questions: Does the result agree with what we know about the subsurface? Can we explain it? Can we account for the uncertainty?鈥� says Akingboye.

The answer, the review found, is not always clear-cut. Across studies from around the world, researchers encountered recurring challenges including limited data, uncertainty, difficulty applying models across different geological settings and understanding how AI systems arrived at their conclusions.

Akingboye notes the challenges identified in the review are not simply technical problems. Inaccurate or poorly understood predictions can influence decisions about environmental hazards and critical infrastructure, making reliability as important as performance.

鈥淭hese are important gaps because a wrong interpretation can have serious consequences for environmental and engineering decision-making,鈥� says Akingboye. 鈥淭he impacts can be catastrophic and are often felt most severely by vulnerable and marginalized communities with fewer resources to prepare for, respond to and recover from environmental or infrastructure failures.鈥�

As well as identifying challenges, the authors also sought to outline a path forward. They advocate for future AI-driven tools that merge diverse environmental and geological datasets, account for uncertainty and respect established scientific laws governing geological systems.

To advance AI tools, the authors recommend developing systems with more robust prediction rationale and stronger validation benchmarks. They also call for closer collaboration between researchers, industry and policymakers to ensure future models combine sensor and monitoring data to provide near real-time pictures of changing underground conditions.

Ultimately, the review argues that the next step lies in engineering complex AI models capable responding beyond the datasets and conditions on which they were trained.

鈥淭here is still a significant gap between a model that performs well in a research study and one that can be trusted and applied in real-world practice,鈥� says Akingboye. 鈥淚 think closing that gap, while ensuring that these technologies ultimately support safer, more resilient and equitable communities, is one of the most important areas for future work.鈥�

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is an AI platform built for real estate and asset management co-founded by Gaurav Madani and Arunabh Dastidar, who met as Schulich MBA students in 2017 and graduated together in 2019. The tool鈥檚 third co-founder, Zain Nathoo, is also a Schulich alum.

The platform was created to solve fragmented data challenges in real estate investing by using AI to organize information and provide customizable systems that help investment teams analyze data, automate tasks and make faster decisions. These were challenges both Dastidar and Nathoo encountered while working in real estate investment and helping to manage more than $1 billion in property assets.

Frustrated by delays in financial reports 鈥� which often arrived in spreadsheets weeks late and slowed decision-making 鈥� they turn to Schulich for guidance and support to bring their solution to market.

Early on, the founders brought their idea to Chris Carder, executive director of Schulich's Office of Innovation and Entrepreneurship. Madani recalls approaching Carder, who at the time was alone in the Schulich cafeteria, and sharing the team鈥檚 idea. Carder offered the team direction, facilitated important connections and amplified the company within his own network.

"He was a sounding board, which is what founders need in the early days," Madani says. "Especially in the early days when no one knows you, those kinds of things are really important."

Beyond Carder, the company drew on other forms of support at Schulich. Andre Kuzmicki, retired professor, introduced the team to senior professionals at large Canadian institutions who would become some of Leni's first clients.

As well, Schulich's Entrepreneurial Studies program has partnered with Leni to create student internships.

"Schulich gave us a community of people who believed in what we were building and opened doors that would have been much harder to access on our own," says Dastidar. "That early support was instrumental in helping us gain traction and credibility as we scaled."

While Leni began by connecting industry systems to track performance in real time, it evolved to integrate AI, which became central to its development from 2022 onward.

Today, it helps investment teams evaluate deals, conduct research and automate reporting tasks that would otherwise take days.

Madani says Leni stands out for its focus on accuracy. It is trained to break complex questions into parts, route them across multiple AI models, evaluate whether the responses meet its threshold, and surfaces an answer only when it passes 鈥� along with the reasoning and source data behind it.

"Leni will always treat any output as a hypothesis that needs to be proven," he says.

As the company expands, the relationship with Schulich continues in both directions. Leni's founders now serve as mentors, judges and guest lecturers with Schulich Startups, where they contribute to the same ecosystem that helped them get started.

For students who are thinking about building their own tool, Madani's advice is simple: "No two entrepreneurial journeys look the same," he says, adding that Schulich鈥檚 support was instrumental to Leni鈥檚 success.

With files from Mzwandile Poncana

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For many people across the Greater Toronto Area, commuting is a significant part of daily life. "Toronto is a city where there can be a lot of traffic congestion and many people's commutes are quite long," says Shen, whose research explores worker health and well-being.

For many of those commuters, the trip back and forth is one of the least enjoyable parts of the day, triggering stress, fatigue and lost time. Researchers have traditionally focused on those challenges, often emphasizing objective measures such as distance and travel time.

Shen, however, has in, as she puts it, 鈥渉ow commutes may have benefits rather than only the 鈥榮tress鈥� and 鈥榖urden鈥� that a lot of research describes.鈥�

In collaboration with researchers in Israel and the U.S., Shen set out to better understand why some people are more satisfied with their journeys to work than others, focusing on a key psychological factor: predictability.

Two commutes that take the same amount of time can feel very different if one is consistently reliable while the other is plagued by unexpected delays, she notes. The study theorizes that predictability might improve the commuting experience in two ways: by reducing stress and by giving workers a greater sense of control over how they spend their time.

To test the idea, researchers conducted a three-week study involving 379 full-time employees who commuted to work at least twice a week. Across three surveys, participants answered questions about how consistent their daily journeys are, their levels of stress and autonomy during the journey and their overall enjoyment of the experience.

The results, published in the , found that commuters are more satisfied with their trip when they could reliably predict how long it would take, regardless of length. The study also finds that this relationship is driven by a greater sense of autonomy or control over how commuting time was spent.

This desire for control may stem from the ability to plan how commuting time will be used, the researchers say. Someone who knows their travel time will take 45 minutes can decide in advance whether to listen to a podcast, mentally prepare for the workday, unwind after work or simply enjoy a few moments to themselves. In this way, the commute can become a psychological buffer between work and home life. By contrast, a commuter facing uncertainty and unexpected delays may be more focused on the possibility of disruptions than on what they can do with the journey.

This distinction matters, says Shen, because commuting experiences do not necessarily end when the journey is over. Previous research has shown the effects of a commute can spill over into other areas of life, influencing well-being, job satisfaction and experiences at home.

"We know that people can bring the stresses of their commute with them to work and also into their homes in the evening," says Shen. "Given this, we are interested in how to make commutes less stressful and more beneficial for workers."

In the paper, Shen and her co-authors suggest transportation planners and employers can help improve commuter well-being by investing in more reliable transportation systems, accurate real-time travel information and flexible work arrangements that increase reliability. More broadly, they argue that commuting should not be viewed simply as lost time; when people can reliably anticipate how their trip will unfold, they may be able to use that time in ways that support well-being.

Additional work is needed to understand the relationship between predictability and commuter well-being. Future studies, says Shen, could incorporate physiological measures of stress such as cortisol levels, examine more diverse populations and transportation systems, include larger numbers of public transit users and test interventions such as flexible scheduling policies. The authors also suggest exploring whether the way trip information is presented influences how commuters experience consistency and control.

"We hope that this work will help people to consider how to make their commutes more enjoyable and useful to them, perhaps for recovery or to get ahead with work or family responsibilities," says Shen. "Although commuting may be inevitable, it does not have to be 'wasted' or an unpleasant time.鈥�

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Designated by the Ontario Vehicle Innovation Network (OVIN) 鈥� a government initiative to help companies develop and bring automotive and smart mobility technologies to market 鈥� the 91亚色 Region RTDS will strengthen Ontario鈥檚 position in connected, autonomous and electric vehicles.

It joins eight other sites across the province in a network backed by nearly $15 million from public and private investment to strengthen the testing and commercialization of new mobility technologies.

91亚色 will help lead those efforts through SmartTO, a mobility development stream led by YSpace, the University鈥檚 entrepreneurship and innovation hub. The initiative connects startups and small- to medium-sized enterprises with 91亚色鈥檚 research expertise, facilities and student talent and offers access to advanced labs and technical support.

These efforts already support projects such as AI-driven accessibility tools for transportation systems, real-time safety solutions for micromobility and research aimed at improving electric vehicle efficiency.

Delivered in partnership with ventureLAB, the 91亚色 Region RTDS features 12 integrated offerings from ideation to commercialization, bringing together academic, industry and government partners to support companies across the development lifecycle. Within that ecosystem, SmartTO serves as a key entry point for companies seeking 91亚色's research expertise, facilities and talent.

鈥淭hrough YSpace鈥檚 SmartTO program, we are creating opportunities for industry, researchers and government partners to collaborate on transformative approaches to smart mobility, from electrification to micromobility and connected transportation systems,鈥� says Amir Asif, vice-president, research and innovation at 91亚色. 鈥淏y leveraging 91亚色鈥檚 interdisciplinary expertise and our campus living lab environment, we are accelerating made-in-Canada innovation while driving meaningful economic, environmental and social impact.鈥�

The RTDS designation marks a new phase in SmartTO's growth since its 2024 launch as part of Ontario鈥檚 effort to strengthen its position as a leader in emerging automotive and mobility technologies.

Since its launch, SmartTO has focused on helping companies overcome technical and commercialization barriers by linking them with interdisciplinary expertise and specialized infrastructure. With its integration into the RTDS network, that work now expands within a coordinated provincial system that aligns regional strengths and provides comprehensive resources to innovators.

鈥�91亚色 and YSpace鈥檚 role in the RTDS reflects a broader approach to research and innovation that emphasizes collaboration across disciplines and partnerships with industry and government,鈥� says David Kwok, director, entrepreneurship and innovation at YSpace. 鈥淭hrough SmartTO, companies are able to engage directly with faculty researchers, access student talent through co-op and capstone opportunities and test and refine new technologies with the support of University facilities and technical expertise.鈥�

"SmartTO聽has been instrumental in advancing 91亚色鈥檚 capability in smart mobility and transportation by serving as a hub and a living lab that connects industry with leading researchers, talent and state-of-the-art facilities," says聽Paulina Karwowska-Desaulniers, executive director at聽SmartTO.

As the RTDS network develops, SmartTO is expanding 91亚色鈥檚 role in the development and commercialization of mobility technologies across Ontario.

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