McGill University

Researcher

Compiling a large GIS database for use by researchers affiliated with McGill. Research of travel behavior, land use change over time. public transit, accessibility measures, planning for active modes of transportation, statistical models, efforts to decrease GHG emissions.

McGill University

Assistant Professor Department of Geography and School of Environment

Kevin worked at McGill University as a Assistant Professor Department of Geography and School of Environment

McGill University

Teaching Assistant

Teaching Assistant under the guidance of Director David Brown. Graded all assignments, led weekly lab sessions, lectured on statistical analysis and guided students’ final research projects in two graduate-level courses, “Planning Methods” and “Geographic Information Systems”.

McGill University School of Urban Planning

PhD Candidate

Kevin worked at McGill University School of Urban Planning as a PhD Candidate

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

The happy commuter: A comparison of commuter satisfaction across modes

Transportation Research Part F

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

The happy commuter: A comparison of commuter satisfaction across modes

Transportation Research Part F

The effect of neighbourhood characteristics, accessibility, home–work location, and demographics on commuting distances

Transportation Volume 37, Number 4

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

The happy commuter: A comparison of commuter satisfaction across modes

Transportation Research Part F

The effect of neighbourhood characteristics, accessibility, home–work location, and demographics on commuting distances

Transportation Volume 37, Number 4

Estimating the Potential Effect of Speed Limits, Built Environment and Other Factors on the Pedestrian and Cyclist Injury Severity Levels in Traffic Crashes

Transportation Research Record

Road facilities in urban areas are a major source of injury for nonmotorized road users. In particular, large Canadian cities such as Montreal face serious problems with pedestrian and cyclist safety. To address these problems, funds are continually allocated through different safety improvement programs such as reduction of speed limits, improvement of intersections, and increased traffic enforcement. However, few analytical tools help to identify and quantify the benefits of countermeasures (e.g., roadway design, speed management strategies, or land use policies) in reducing accident frequency and severity. Injury severity models were developed to determine the effects of road design, built environment, speed limits, and other factors (e.g., vehicle characteristics and movement type) on injury severity levels of pedestrians and cyclists involved in collisions with motor vehicles. Sources of data included police reports describing vehicle-pedestrian and vehicle-cyclist collisions, as well as information on land use, transit network, and road design attributes from the city of Montreal. The impacts of road design, land use, built environment, and other strategies on the injury severity levels of vulnerable road users were investigated. Factors such as darkness, vehicle movement, whether an accident occurred at an intersection, vehicle type, and land use mix affected the severity of pedestrian injuries from collisions. For cyclists, however, only vehicle movement and whether the accident occurred at a signalized intersection had significant effects on the severity of the injury.

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

The happy commuter: A comparison of commuter satisfaction across modes

Transportation Research Part F

The effect of neighbourhood characteristics, accessibility, home–work location, and demographics on commuting distances

Transportation Volume 37, Number 4

Estimating the Potential Effect of Speed Limits, Built Environment and Other Factors on the Pedestrian and Cyclist Injury Severity Levels in Traffic Crashes

Transportation Research Record

Road facilities in urban areas are a major source of injury for nonmotorized road users. In particular, large Canadian cities such as Montreal face serious problems with pedestrian and cyclist safety. To address these problems, funds are continually allocated through different safety improvement programs such as reduction of speed limits, improvement of intersections, and increased traffic enforcement. However, few analytical tools help to identify and quantify the benefits of countermeasures (e.g., roadway design, speed management strategies, or land use policies) in reducing accident frequency and severity. Injury severity models were developed to determine the effects of road design, built environment, speed limits, and other factors (e.g., vehicle characteristics and movement type) on injury severity levels of pedestrians and cyclists involved in collisions with motor vehicles. Sources of data included police reports describing vehicle-pedestrian and vehicle-cyclist collisions, as well as information on land use, transit network, and road design attributes from the city of Montreal. The impacts of road design, land use, built environment, and other strategies on the injury severity levels of vulnerable road users were investigated. Factors such as darkness, vehicle movement, whether an accident occurred at an intersection, vehicle type, and land use mix affected the severity of pedestrian injuries from collisions. For cyclists, however, only vehicle movement and whether the accident occurred at a signalized intersection had significant effects on the severity of the injury.

What is mixed use? Presenting an interaction method for measuring land use mix

Journal of Transport and Land Use

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

The happy commuter: A comparison of commuter satisfaction across modes

Transportation Research Part F

The effect of neighbourhood characteristics, accessibility, home–work location, and demographics on commuting distances

Transportation Volume 37, Number 4

Estimating the Potential Effect of Speed Limits, Built Environment and Other Factors on the Pedestrian and Cyclist Injury Severity Levels in Traffic Crashes

Transportation Research Record

Road facilities in urban areas are a major source of injury for nonmotorized road users. In particular, large Canadian cities such as Montreal face serious problems with pedestrian and cyclist safety. To address these problems, funds are continually allocated through different safety improvement programs such as reduction of speed limits, improvement of intersections, and increased traffic enforcement. However, few analytical tools help to identify and quantify the benefits of countermeasures (e.g., roadway design, speed management strategies, or land use policies) in reducing accident frequency and severity. Injury severity models were developed to determine the effects of road design, built environment, speed limits, and other factors (e.g., vehicle characteristics and movement type) on injury severity levels of pedestrians and cyclists involved in collisions with motor vehicles. Sources of data included police reports describing vehicle-pedestrian and vehicle-cyclist collisions, as well as information on land use, transit network, and road design attributes from the city of Montreal. The impacts of road design, land use, built environment, and other strategies on the injury severity levels of vulnerable road users were investigated. Factors such as darkness, vehicle movement, whether an accident occurred at an intersection, vehicle type, and land use mix affected the severity of pedestrian injuries from collisions. For cyclists, however, only vehicle movement and whether the accident occurred at a signalized intersection had significant effects on the severity of the injury.

What is mixed use? Presenting an interaction method for measuring land use mix

Journal of Transport and Land Use

Validating walkability indices: How do different households respond to the walkability of their neighborhood?

Transportation Research Part D

This study uses home-based trips obtained from the 2003 Montréal Origin–Destination survey to examine the correlation of walkability scores with household travel behavior while controlling for individual, household and trip characteristics. Further clustering of households allows the calculation of elasticities across household types. The findings show that walkability indices are highly correlated with walking trips for most non-work trip purposes, although socio-demographic characteristics also play a key role. Additionally households with more mobility choices are more sensitive to their surroundings than those with less choice. Our findings highlight the fact that a walkability index will not have the same correlation with travel behavior for all individuals or households.

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

The happy commuter: A comparison of commuter satisfaction across modes

Transportation Research Part F

The effect of neighbourhood characteristics, accessibility, home–work location, and demographics on commuting distances

Transportation Volume 37, Number 4

Estimating the Potential Effect of Speed Limits, Built Environment and Other Factors on the Pedestrian and Cyclist Injury Severity Levels in Traffic Crashes

Transportation Research Record

Road facilities in urban areas are a major source of injury for nonmotorized road users. In particular, large Canadian cities such as Montreal face serious problems with pedestrian and cyclist safety. To address these problems, funds are continually allocated through different safety improvement programs such as reduction of speed limits, improvement of intersections, and increased traffic enforcement. However, few analytical tools help to identify and quantify the benefits of countermeasures (e.g., roadway design, speed management strategies, or land use policies) in reducing accident frequency and severity. Injury severity models were developed to determine the effects of road design, built environment, speed limits, and other factors (e.g., vehicle characteristics and movement type) on injury severity levels of pedestrians and cyclists involved in collisions with motor vehicles. Sources of data included police reports describing vehicle-pedestrian and vehicle-cyclist collisions, as well as information on land use, transit network, and road design attributes from the city of Montreal. The impacts of road design, land use, built environment, and other strategies on the injury severity levels of vulnerable road users were investigated. Factors such as darkness, vehicle movement, whether an accident occurred at an intersection, vehicle type, and land use mix affected the severity of pedestrian injuries from collisions. For cyclists, however, only vehicle movement and whether the accident occurred at a signalized intersection had significant effects on the severity of the injury.

What is mixed use? Presenting an interaction method for measuring land use mix

Journal of Transport and Land Use

Validating walkability indices: How do different households respond to the walkability of their neighborhood?

Transportation Research Part D

This study uses home-based trips obtained from the 2003 Montréal Origin–Destination survey to examine the correlation of walkability scores with household travel behavior while controlling for individual, household and trip characteristics. Further clustering of households allows the calculation of elasticities across household types. The findings show that walkability indices are highly correlated with walking trips for most non-work trip purposes, although socio-demographic characteristics also play a key role. Additionally households with more mobility choices are more sensitive to their surroundings than those with less choice. Our findings highlight the fact that a walkability index will not have the same correlation with travel behavior for all individuals or households.

The use of accessibility measures to evaluate the impacts of plans: A test case in Montréal.

Paper presented at the 1st Transatlantic NECTAR Conference, Arlington, VA, USA,

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

The happy commuter: A comparison of commuter satisfaction across modes

Transportation Research Part F

The effect of neighbourhood characteristics, accessibility, home–work location, and demographics on commuting distances

Transportation Volume 37, Number 4

Estimating the Potential Effect of Speed Limits, Built Environment and Other Factors on the Pedestrian and Cyclist Injury Severity Levels in Traffic Crashes

Transportation Research Record

Road facilities in urban areas are a major source of injury for nonmotorized road users. In particular, large Canadian cities such as Montreal face serious problems with pedestrian and cyclist safety. To address these problems, funds are continually allocated through different safety improvement programs such as reduction of speed limits, improvement of intersections, and increased traffic enforcement. However, few analytical tools help to identify and quantify the benefits of countermeasures (e.g., roadway design, speed management strategies, or land use policies) in reducing accident frequency and severity. Injury severity models were developed to determine the effects of road design, built environment, speed limits, and other factors (e.g., vehicle characteristics and movement type) on injury severity levels of pedestrians and cyclists involved in collisions with motor vehicles. Sources of data included police reports describing vehicle-pedestrian and vehicle-cyclist collisions, as well as information on land use, transit network, and road design attributes from the city of Montreal. The impacts of road design, land use, built environment, and other strategies on the injury severity levels of vulnerable road users were investigated. Factors such as darkness, vehicle movement, whether an accident occurred at an intersection, vehicle type, and land use mix affected the severity of pedestrian injuries from collisions. For cyclists, however, only vehicle movement and whether the accident occurred at a signalized intersection had significant effects on the severity of the injury.

What is mixed use? Presenting an interaction method for measuring land use mix

Journal of Transport and Land Use

Validating walkability indices: How do different households respond to the walkability of their neighborhood?

Transportation Research Part D

This study uses home-based trips obtained from the 2003 Montréal Origin–Destination survey to examine the correlation of walkability scores with household travel behavior while controlling for individual, household and trip characteristics. Further clustering of households allows the calculation of elasticities across household types. The findings show that walkability indices are highly correlated with walking trips for most non-work trip purposes, although socio-demographic characteristics also play a key role. Additionally households with more mobility choices are more sensitive to their surroundings than those with less choice. Our findings highlight the fact that a walkability index will not have the same correlation with travel behavior for all individuals or households.

The use of accessibility measures to evaluate the impacts of plans: A test case in Montréal.

Paper presented at the 1st Transatlantic NECTAR Conference, Arlington, VA, USA,

Uniquely Satisfied: Exploring Cyclist Satisfaction

Transportation Research Part F: Traffic Psychology and Behaviour

Despite increasing interest and focus on cycling planning and infrastructure, many research and policy frameworks overlook two important aspects of cycling: motivations and trip satisfaction. While many studies have found that cyclists are more satisfied with their commute than other mode users, few have explored why. We hypothesize that different types of cyclists—defined by their reasons for cycling and seasonal mode patterns—will derive different levels of satisfaction from cycling. Therefore, this study attempts to 1) examine the effect of built environment characteristics (e.g. intersection density, land use), trip characteristics (e.g. distance and slope) and season on cycling trip satisfaction, 2) group respondents into 'cyclist types' based on a cluster analysis of motivations for cycling and their alternate (winter) mode, and 3) understand how these personal characteristics moderate the relationship between built environment and trip characteristics and expressed trip satisfaction. This is accomplished using a university-wide travel survey administered in winter 2011, in which commutes to McGill University were asked to report their last trip to McGill. If the person uses a different mode during the fall he was asked to report it as well. Individuals were also asked to report their level of satisfaction with these trips. Surprisingly, the expected relationship between distance, slope and objectively measured elements of the built environment and trip satisfaction was not found. Similar to previous research, cyclists are found to be more satisfied with their commute than other mode users. Year-round cyclists are less satisfied with their travel than those who only cycle in good weather; while "Cycling Enthusiasts" are significantly more satisfied than most cyclists motivated by convenience. This work emphasizes the need to look beyond the built environment and trip characteristics to better understand cyclist trip satisfaction.

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

The happy commuter: A comparison of commuter satisfaction across modes

Transportation Research Part F

The effect of neighbourhood characteristics, accessibility, home–work location, and demographics on commuting distances

Transportation Volume 37, Number 4

Estimating the Potential Effect of Speed Limits, Built Environment and Other Factors on the Pedestrian and Cyclist Injury Severity Levels in Traffic Crashes

Transportation Research Record

Road facilities in urban areas are a major source of injury for nonmotorized road users. In particular, large Canadian cities such as Montreal face serious problems with pedestrian and cyclist safety. To address these problems, funds are continually allocated through different safety improvement programs such as reduction of speed limits, improvement of intersections, and increased traffic enforcement. However, few analytical tools help to identify and quantify the benefits of countermeasures (e.g., roadway design, speed management strategies, or land use policies) in reducing accident frequency and severity. Injury severity models were developed to determine the effects of road design, built environment, speed limits, and other factors (e.g., vehicle characteristics and movement type) on injury severity levels of pedestrians and cyclists involved in collisions with motor vehicles. Sources of data included police reports describing vehicle-pedestrian and vehicle-cyclist collisions, as well as information on land use, transit network, and road design attributes from the city of Montreal. The impacts of road design, land use, built environment, and other strategies on the injury severity levels of vulnerable road users were investigated. Factors such as darkness, vehicle movement, whether an accident occurred at an intersection, vehicle type, and land use mix affected the severity of pedestrian injuries from collisions. For cyclists, however, only vehicle movement and whether the accident occurred at a signalized intersection had significant effects on the severity of the injury.

What is mixed use? Presenting an interaction method for measuring land use mix

Journal of Transport and Land Use

Validating walkability indices: How do different households respond to the walkability of their neighborhood?

Transportation Research Part D

This study uses home-based trips obtained from the 2003 Montréal Origin–Destination survey to examine the correlation of walkability scores with household travel behavior while controlling for individual, household and trip characteristics. Further clustering of households allows the calculation of elasticities across household types. The findings show that walkability indices are highly correlated with walking trips for most non-work trip purposes, although socio-demographic characteristics also play a key role. Additionally households with more mobility choices are more sensitive to their surroundings than those with less choice. Our findings highlight the fact that a walkability index will not have the same correlation with travel behavior for all individuals or households.

The use of accessibility measures to evaluate the impacts of plans: A test case in Montréal.

Paper presented at the 1st Transatlantic NECTAR Conference, Arlington, VA, USA,

Uniquely Satisfied: Exploring Cyclist Satisfaction

Transportation Research Part F: Traffic Psychology and Behaviour

Despite increasing interest and focus on cycling planning and infrastructure, many research and policy frameworks overlook two important aspects of cycling: motivations and trip satisfaction. While many studies have found that cyclists are more satisfied with their commute than other mode users, few have explored why. We hypothesize that different types of cyclists—defined by their reasons for cycling and seasonal mode patterns—will derive different levels of satisfaction from cycling. Therefore, this study attempts to 1) examine the effect of built environment characteristics (e.g. intersection density, land use), trip characteristics (e.g. distance and slope) and season on cycling trip satisfaction, 2) group respondents into 'cyclist types' based on a cluster analysis of motivations for cycling and their alternate (winter) mode, and 3) understand how these personal characteristics moderate the relationship between built environment and trip characteristics and expressed trip satisfaction. This is accomplished using a university-wide travel survey administered in winter 2011, in which commutes to McGill University were asked to report their last trip to McGill. If the person uses a different mode during the fall he was asked to report it as well. Individuals were also asked to report their level of satisfaction with these trips. Surprisingly, the expected relationship between distance, slope and objectively measured elements of the built environment and trip satisfaction was not found. Similar to previous research, cyclists are found to be more satisfied with their commute than other mode users. Year-round cyclists are less satisfied with their travel than those who only cycle in good weather; while "Cycling Enthusiasts" are significantly more satisfied than most cyclists motivated by convenience. This work emphasizes the need to look beyond the built environment and trip characteristics to better understand cyclist trip satisfaction.

Diagnosing transportation: Developing key performance indicators to assess urban transportation systems

Transportation Research Record

Towards equitable transit: Examining transit accessibility and social need in Toronto, Canada, 1996-2006

Journal of Transport Geography Volume 29

The location of transit infrastructure distributes publicly-funded benefits to residents throughout a region. However, these benefits are not always distributed equally among different population groups. This research seeks to determine whether the benefits of Toronto’s public transit system are equitably distributed, and how these benefits change from 1996 to 2006 after the implementation of several transit projects in the region. We develop a methodology using a social indicator based on census tract level socio-economic characteristics to measure the relationship between social disadvantage and accessibility to jobs and transit travel time in the Toronto region over time. Transit equity is examined at three levels: spatially, temporally, and by job type. We find the range in accessibility and transit travel time narrows over the 10 year period. In addition, the most socially disadvantaged census tracts have statistically significantly better accessibility and lower transit travel times relative to the rest of the region in both 1996 and in 2006. Our findings show that Toronto has a generally equitable transit system that benefits those in social need, who are likely to gain the most from transit. The methodology proposed presents a useful way to bring issues of social equity directly into the land use and transportation planning process.

The happy commuter: A comparison of commuter satisfaction across modes

Transportation Research Part F

The effect of neighbourhood characteristics, accessibility, home–work location, and demographics on commuting distances

Transportation Volume 37, Number 4

Estimating the Potential Effect of Speed Limits, Built Environment and Other Factors on the Pedestrian and Cyclist Injury Severity Levels in Traffic Crashes

Transportation Research Record

Road facilities in urban areas are a major source of injury for nonmotorized road users. In particular, large Canadian cities such as Montreal face serious problems with pedestrian and cyclist safety. To address these problems, funds are continually allocated through different safety improvement programs such as reduction of speed limits, improvement of intersections, and increased traffic enforcement. However, few analytical tools help to identify and quantify the benefits of countermeasures (e.g., roadway design, speed management strategies, or land use policies) in reducing accident frequency and severity. Injury severity models were developed to determine the effects of road design, built environment, speed limits, and other factors (e.g., vehicle characteristics and movement type) on injury severity levels of pedestrians and cyclists involved in collisions with motor vehicles. Sources of data included police reports describing vehicle-pedestrian and vehicle-cyclist collisions, as well as information on land use, transit network, and road design attributes from the city of Montreal. The impacts of road design, land use, built environment, and other strategies on the injury severity levels of vulnerable road users were investigated. Factors such as darkness, vehicle movement, whether an accident occurred at an intersection, vehicle type, and land use mix affected the severity of pedestrian injuries from collisions. For cyclists, however, only vehicle movement and whether the accident occurred at a signalized intersection had significant effects on the severity of the injury.

What is mixed use? Presenting an interaction method for measuring land use mix

Journal of Transport and Land Use

Validating walkability indices: How do different households respond to the walkability of their neighborhood?

Transportation Research Part D

This study uses home-based trips obtained from the 2003 Montréal Origin–Destination survey to examine the correlation of walkability scores with household travel behavior while controlling for individual, household and trip characteristics. Further clustering of households allows the calculation of elasticities across household types. The findings show that walkability indices are highly correlated with walking trips for most non-work trip purposes, although socio-demographic characteristics also play a key role. Additionally households with more mobility choices are more sensitive to their surroundings than those with less choice. Our findings highlight the fact that a walkability index will not have the same correlation with travel behavior for all individuals or households.

The use of accessibility measures to evaluate the impacts of plans: A test case in Montréal.

Paper presented at the 1st Transatlantic NECTAR Conference, Arlington, VA, USA,

Uniquely Satisfied: Exploring Cyclist Satisfaction

Transportation Research Part F: Traffic Psychology and Behaviour

Despite increasing interest and focus on cycling planning and infrastructure, many research and policy frameworks overlook two important aspects of cycling: motivations and trip satisfaction. While many studies have found that cyclists are more satisfied with their commute than other mode users, few have explored why. We hypothesize that different types of cyclists—defined by their reasons for cycling and seasonal mode patterns—will derive different levels of satisfaction from cycling. Therefore, this study attempts to 1) examine the effect of built environment characteristics (e.g. intersection density, land use), trip characteristics (e.g. distance and slope) and season on cycling trip satisfaction, 2) group respondents into 'cyclist types' based on a cluster analysis of motivations for cycling and their alternate (winter) mode, and 3) understand how these personal characteristics moderate the relationship between built environment and trip characteristics and expressed trip satisfaction. This is accomplished using a university-wide travel survey administered in winter 2011, in which commutes to McGill University were asked to report their last trip to McGill. If the person uses a different mode during the fall he was asked to report it as well. Individuals were also asked to report their level of satisfaction with these trips. Surprisingly, the expected relationship between distance, slope and objectively measured elements of the built environment and trip satisfaction was not found. Similar to previous research, cyclists are found to be more satisfied with their commute than other mode users. Year-round cyclists are less satisfied with their travel than those who only cycle in good weather; while "Cycling Enthusiasts" are significantly more satisfied than most cyclists motivated by convenience. This work emphasizes the need to look beyond the built environment and trip characteristics to better understand cyclist trip satisfaction.

Diagnosing transportation: Developing key performance indicators to assess urban transportation systems

Transportation Research Record

An Examination of Commuting Patterns to McGill University: Results of the 2011 McGill Transportation Survey

Office of Sustainability, McGill University