Modeling spatio-temporal diffusion of carsharing membership in Québec City

Abstract During the last few years, car sharing has undergone significant growth, both in Canada and around the world. In this type of service, users share access to a fleet of vehicles, thereby giving them most of the advantages of automobile use, such as its temporal and spatial flexibility, without many of the constraints of ownership. This study analyzes the geographical and socio-economic factors that favour membership of a carsharing service in Québec City. We combined Cervero’s and Kockelman’s 5D model (density, diversity, design, distance to transit, and destination accessibility) with Hägerstrand’s concept of innovation diffusion so as to analyze the evolution of potential car-sharing membership. Zero-inflated negative binomial (ZINB) regression was used to model the spatial diffusion of the number of car-sharing members in Québec City from 1996 (two years after its inauguration) to 2008 at the local scale, with an annual time step. Results indicate that the carsharing distribution did, indeed, follow Hägerstrand’s innovation diffusion model and that, even though some of the 5D model significantly influenced membership, it was socio-economic factors (education, non-motorization, and family structure) that most greatly affected the membership rate in the service area. The model is used to assess and discuss market coverage potential in Québec City. Keywords: carsharing, sustainable mobility, Hägerstrand’s innovation diffusion model, 5D model, spatiotemporal modelin

L’évolution de la mobilité des femmes à Québec entre 1977 et 1996

D'importants changements sociaux et économiques ont transformé les agglomérations canadiennes au cours des vingt dernières années et ont affecté les comportements de déplacements de leurs résidant(e)s. Cet article décrit l'évolution de la mobilité des femmes demeurant dans l'agglomération urbaine de Québec durant cette période de changements. Les données sur la mobilité sont issues des grandes enquêtes Origine-Destination réalisées par la STCUQ en 1977 et en 1996. La durée et la longueur des déplacements sont obtenues par modélisation dans un système d'information géographique (SIG) en transport. Les résultats montrent que les femmes ont davantage accès à l'automobile, qu'elles se déplacent plus fréquemment, qu'elles parcourent de plus grandes distances pour se rendre au travail et que la durée de leurs déplacements-travail a diminué entre 1977 et 1996. Toutefois, en 1996, les femmes parcourent encore de plus courtes distances que les hommes pour se rendre au travail, particulièrement lorsqu'elles résident en banlieue. Elles se déplacent moins fréquemment que les hommes et ces derniers demeurent les principaux utilisateurs du véhicule familial.Canadian cities have seen important socio-economic changes in the last twenty years. These changes have also transformed the inhabitants' daily travels. The aim of this paper is to describe the mobility changes of women living in the Québec urban area during this period. We used an extensive data base from two origin-destination surveys produced by the STCUQ in 1977 and 1996. Travel distances and travel times are simulated using GIS-transportation software. Our results show that women have better access to cars, that they move more frequently, that their work trips are longer and their travel times are shorter in 1996 than in 1977. Notwithstanding these improvements, 1996 work travel of women is still shorter than that of men, especially if they are living in the suburbs. Also, they travel less frequently than men, who still are the principal users of family car

Impacts de la restructuration du réseau d’autobus de la ville de Québec sur l’accessibilité aux emplois des femmes et sur leur mobilité professionnelle

Le réseau d’autobus de la ville de Québec a subi une importante restructuration en 1992 avec la création du Métrobus et l’ajout de lignes express. L’objectif de cet article est de vérifier si la restructuration de ce réseau a permis d’améliorer l’accessibilité aux emplois des résidentes et de favoriser leur mobilité professionnelle. Les données des enquêtes origine-destination de 1991 et 2001 réalisées par le ministère des Transports du Québec et le Réseau de transport de la Capitale sont mises à profit. Les variations spatiales et temporelles des différents indicateurs montrent une diminution sensible des durées de déplacement et une amélioration de l’accessibilité aux emplois à partir de certains secteurs de la ville et ce, en dépit d’une diminution de la part modale de l’autobus, même dans les couloirs du Métrobus. Par ailleurs, la mobilité professionnelle des femmes semble avoir progressé dans plusieurs secteurs desservis par le Métrobus.When the Quebec City public transport system was reorganized in 1992, two specific transit services were set up: the “express” and the “Métrobus.” The aim of the paper is to determine whether the reorganization of this system improved employment accessibility for residents, especially women, and supported their professional mobility by making them progress on the labour market. We used data from 1991 and 2001 OD surveys. Spatial and temporal variations of various indicators show a reduction in travel time to work and an improvement in employment accessibility, but only for certain sectors of the city, and this in spite of a reduction in bus modal split between 1991 and 2001, even in the Métrobus corridors. In addition, women’s profes- sional mobility has progressed in several sectors served by the Métrobus even when general professional progression is taken into account

Homeworking, telecommuting and journey to workplaces - Are differences among genders and professions varying over space?

The aim of this paper is to assess differences on homeworking and teleworking behaviour among genders considering age groups, professional statuses, household structures and car access. The analysis is based on a sample of more than 30,000 workers responding to the 2001 origin-destination (O-D) survey data in Quebec City (Canada). Moreover, this paper puts specific emphasis on linking those differences in behaviour to the location of workplaces related to living places of the respondents. During the O-D survey, every worker was asked to disclose the frequency of homeworking and teleworking he/she was experiencing during the preceding weeks. Answers were later aggregated into six categories: never working at home (88.4% of respondents), working at home 1 day per two weeks or less (4.8%), 1 day per week (1.7%), 2 or 3 days per week (1.2%), 4 days or more per week (0.7%), always working at home (3.2% – homeworkers). However, those patterns show significant differences among genders (higher proportion of females are working entirely at home; higher proportion of males are occasionally working at home), age groups (younger workers seldom work at home and the proportion of teleworker increases with age – about 16% among the 55-64 years old and 27% among the elderly) and professional status (proportion of teleworkers is strongly related to qualifications and decisional status of the person, yielding higher levels of teleworking for managers, self-employed persons, professors and lawyers than for office clerks, technicians and non-qualified workers). This last relationship is very strong suggesting that job empowerment (especially ability to control time schedule) is of paramount importance for the development of teleworking. However, having higher family constraints, lone parents are seeking more flexibility on their work agenda: 12% are experiencing some level of teleworking on top of 3% of them which are homeworkers. Again, the difference appears more significant among male than among female workers, suggesting again a better control of the first group on their work schedule. Moreover, owning a driver license or holding a bus pass does not have the expected effect on teleworking: car drivers are working at home more frequently than other people; conversely 92% of bus users are going to their work place every weekday, leaving a mere 8% to teleworking and homeworking. Significant differences appear when considering workplaces and home locations within the city. People working near the city centre are more willing than others to consider teleworking, people living in the suburban areas show higher levels of homeworking. Finally, significant differences of travel time from home to work were found among various categories of teleworkers and homeworkers. Preliminary results suggest that the development of teleworking could be highly rooted to labour market and household structures as well as to the urban form. Urban sprawl is probably impeding development of teleworking, at least for Quebec City.

Aspects macrogéographiques des accidents de la route : essai de comparaison Québec-Belgique

Cet article a pour objectif de démontrer, par comparaison, que la structure spatiale des accidents de la route est indépendante du pays dans lequel le phénomène est mesuré et que seul le facteur d'échelle constitue une différence. Les entités spatiales choisies pour cette démonstration sont le Québec et la Belgique. La structure spatiale des accidents de la route est modélisée et comparée sur la base de trois variables à expliquer et de quatre variables potentiellement explicatives, définissant 52 districts belges et 97 municipalités régionales de comté (MRC) et communautés urbaines (CU) québécoises pour l'année 1991. Les résultats indiquent certaines similitudes quant à la structure spatiale de la densité d'accidents, des taux d'accidents et des taux de mortalité et une différence relative à la structure spatiale de la motorisation. Au Québec comme en Belgique, la densité de population se révèle un bon prédicteur de la densité d'accidents corporels et des taux de mortalité.This paper compares highway crashes in Québec and Belgium in order to understand their broad geographical distribution. The goal is to prove that highway accidents in both places follow an identical pattern of distribution, the only differentiating factor being the dimension (scale) of the territory in which accidents occur. The study uses models in which three dependent variables are explained by four independent ones, in 52 districts of Belgium and 97 regional municipalities of Québec. Results show some similarities in spatial distribution of accident density, accidents rates and mortality rates and some differences in spatial distribution of motor vehicle ownership. In both cases, highway accidents density and mortality rates are related to the density of population

Modes de transport et territoires pratiqués en solo par les adolescents de la région urbaine de Québec

Cet article vise à mieux documenter les ressources individuelles en matière de mobilité, les caractéristiques de la mobilité quotidienne et les territoires extrascolaires pratiqués par les adolescents résidant dans la région métropolitaine de Québec. Nous nous posons deux questions : est-ce que l’automobile en tant que conducteur permet vraiment aux adolescent(e)s d’utiliser un territoire plus vaste que le transport public (soit l’autobus à Québec) ? Est-ce que les territoires d’activité pratiqués par les jeunes hommes sont plus vastes que ceux pratiqués par les jeunes filles ? Les principaux résultats indiquent que les territoires pratiqués par les adolescent(e)s sont plus vastes lorsqu’ils se déplacent en mode auto conducteur comparativement au transport public sauf lorsqu’ils résident dans les quartiers centraux et que seuls les territoires « marchés » par les garçons sont plus vastes que pour les filles.This article is aimed at better documenting individual resources with respect to mobility, the characteristics of daily mobility and the extramural territories covered by adolescents residing in the Quebec City metropolitan area. We will be asking two questions : does the motorcar, as a means of transportation, really permit adolescents to cover a wider territory than would be possible using public transport (in this case Quebec City buses) ? Is the area of territory covered by young men larger than that covered by young women ? Our main results indicate that the territories covered by adolescents are wider when they are driving a car than when using public transport, except when they reside in downtown neighbourhoods ; and that it is only when they are "pedestrians" that young men cover more territory than do the young women

Modes de transport et territoires pratiqués en solo par les adolescents de la région urbaine de Québec

Cet article vise à mieux documenter les ressources individuelles en matière de mobilité, les caractéristiques de la mobilité quotidienne et les territoires extrascolaires pratiqués par les adolescents résidant dans la région métropolitaine de Québec. Nous nous posons deux questions : est-ce que l’automobile en tant que conducteur permet vraiment aux adolescent(e)s d’utiliser un territoire plus vaste que le transport public (soit l’autobus à Québec)? Est-ce que les territoires d’activité pratiqués par les jeunes hommes sont plus vastes que ceux pratiqués par les jeunes filles? Les principaux résultats indiquent que les territoires pratiqués par les adolescent(e)s sont plus vastes lorsqu’ils se déplacent en mode auto conducteur comparativement au transport public sauf lorsqu’ils résident dans les quartiers centraux et que seuls les territoires « marchés » par les garçons sont plus vastes que pour les filles.This article is aimed at better documenting individual resources with respect to mobility, the characteristics of daily mobility and the extramural territories covered by adolescents residing in the Quebec City metropolitan area. We will be asking two questions: does the motorcar, as a means of transportation, really permit adolescents to cover a wider territory than would be possible using public transport (in this case Quebec City buses)? Is the area of territory covered by young men larger than that covered by young women? Our main results indicate that the territories covered by adolescents are wider when they are driving a car than when using public transport, except when they reside in downtown neighbourhoods; and that it is only when they are "pedestrians" that young men cover more territory than do the young women