Affiliations and biosAhmed El-Geneidy is an Associate Professor of Urban Planning at McGill University. His research interests include land use and transportation planning, transit operations and planning, travel behavior analysis and measurements of accessibility and mobility in urban contexts. Michael Grimsrud has a Master's in Urban Planning from McGill University. His research interests are in land use and transport interaction, trend modeling, behavior change, and sustainability policy. Rania Wasfi is a PhD candidate at the Department of Geography, McGill University. She has a Master's in Urban and Regional Planning from Portland State University. Her research interests are in travel behavior, and planning for active transportation and its relation to obesity and health. Paul Tétreault has a Master's of Urban Planning from McGill University. He currently works for GENIVAR as a transportation planner and engineer. His research interests are in the fields of active transport, public transit, traffic, parking, geospatial analysis, traffic calming and traveldemand management. Julien Surprenant-Legault has a Master's of Urban Planning , McGill University and a baccalaureate in Economics from the Université de Montréal. He works in public transit planning and transportation modelling in Montréal. His research interests include land use and transport planning, urban economics, public transit planning and operations, travel behaviour, and public policy.ABSTRACT The percentage of the population being served by a transit system in a metropolitan region is a key system performance measure but depends heavily on the definition of service area. Observing existing service areas can help identify transit system gaps and redundancies. In the public transit industry, buffers at 400 meters (0.25 miles) around bus stops and 800 meters (0.5 miles) around rail stations are commonly used to identify the area from which most transit users will access the system by foot. This study uses detailed origin-destination survey information to generate service areas that define walking catchment areas around transit services in Montreal, Canada. The 85 th percentile walking distance to bus transit service is around 524 meters from home-based trip origins, 1,259 meters for commuter rail. Yet these values are found to vary based on our analysis using two statistical models. Walking distances vary based on route and trip qualities (such as type of transit service, transfers and wait time), as well as personal, household, and neighbourhood characteristics. Accordingly, service areas around transit stations should vary based on the service offered and attributes of the people and places served. The generated service areas derived from the generalized statistical model are then used to identify gaps and redundancies at the system and route level using Montreal region as an example. This study can be of benefit to transport engineers and planners trying to maximize transit service coverage in a region while avoiding oversupply of service.

Increasing bicycle use for utilitarian trips is a common city objective for health and environmental improvement and congestion reduction, but cyclists react heterogeneously to interventions and infrastructure. Understanding cyclist types helps in comprehending and planning for this diverse population. This study uses data from 2,004 surveyed Montreal cyclists to generate a multidimensional cyclist typology based on seven factors derived from 35 variables, mostly proven determinants of the intensity of bicycle usage. The analysis revealed four distinct cyclist types: dedicated cyclists, path-using cyclists, fairweather utilitarians, and leisure cyclists. The cycling frequencies of each group respond differently to potential interventions and vary within commuting rate ranges with apparent minima and maxima.Building a network adapted to different cyclist types and emphasizing its convenience, flexibility and speed, could be an effective strategy to increase cycling mode share and frequency among the various groups. Findings from this study can be of benefit to transportation engineers, planners and policy makers as they help in better understanding the impacts of various interventions on the different groups of cyclists.

Young people appear to be using public transit more than their predecessors, reversing 20 th century trends, but the importance of such findings depends on whether high transit use persists as these riders age. This paper examines whether transit mode share for commuting trips is increasing; socio-economic and geographic trends are also explored to attempt to determine whether these trends are likely to continue. The study uses repeated cross-sectional origindestination surveys of Greater Montreal (1998, 2003 and 2008). Over 45,000 home-to-work and home-to-school trips are studied for each survey year. A general lifecycle pattern of decreasing transit share with age is apparent within cohorts until individuals reach their early 30s, followed by decades of stability. This pattern appears to hold in recent years, but with higher youth use rates, and it is argued that the higher use will continue as current younger cohorts mature.Suburbanization by those in their early 30s is evident and, along with household composition changes, appears to explain much of the final within-cohort mode share declines before equilibrium. Transit providers might see lasting ridership gains, as those currently in their early 30s and younger replace lower-use cohorts in the workforce, provided service provision keeps pace. Addressing the needs of young people, whose mode choices are comparatively unsettled, should be a priority for transit agencies to ensure higher transit usage in the future.

Currently, bicycle theft often goes unnoticed and is largely unchallenged, negatively impacting the use of this sustainable transportation mode. The present research brings attention to this issue by analyzing the multifaceted problem of bicycle theft in Montreal, Quebec, Canada. A bilingual online bicycle theft survey was designed for this purpose and answered by 2,039 Greater Montreal residents, yielding 1,922 usable responses. This paper tries to understand bicycle theft by answering the questions who, what, where, how, and when. Findings from this study are useful to better understand and ultimately decrease bicycle theft in Montreal, but can also be beneficial for cyclists, police, and policy makers in other cities aiming to decrease bicycle theft.

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