No abstract

No abstract

La forme urbaine conditionne la demande de transport dans une agglomération et, inversement, les conditions de transport influencent la forme urbaine. Cet article examine cette relation en présentant une analyse comparative d'un certain nombre d'indicateurs d'étalement urbain et de motorisation pour Montréal et 11 autres agglomérations, pendant la période 1960-1980. Dans toutes les villes étudiées, l'étalement urbain et la motorisation apparaissent comme des tendances lourdes. Dans le cas de Montréal, ces mêmes tendances ont été observées au cours de la dernière décennie, malgré une croissance relativement faible de la population et l'on doit s'attendre à ce qu'elles se poursuivent.The urban form conditions travel demand in an urban area and, at the opposite, the transportation conditions influence the urban form. This article examines this relationship by presenting a comparative analysis of various indicators of urban sprawl and motorization for Montréal and 11 other urban areas, for the 1960-1980 period. In all the cases studied, the urban sprawl and the motorization appeared as heavy trends. In the Montréal case, these trends have been observed during the last decade, in spite of a relatively weak population growth and it is expected that they will persist in the future

The importance of household structure on mobility patterns in urban areas has been revealed by many studies. However, data for this type of analysis are not always available even though the need for taking into account family structure may be extremely important in the explanation of differences in travel behavior, namely in the comparative analysis of different socioeconomic or cultural contexts. Furthermore, the interest of studying the mobility patterns in relationship to household structure may give important insights into structural patterns of mobility behavior useful for forecasting. It would also give useful results for gender analysis. Telephone travel surveys are widely used because they are cheaper and often easier to realize but, due to the short duration of the interview, they usually do not contain direct information on family structure more easily obtained from longer at-home interviews. This paper is an attempt to validate and generalize a methodology presented elsewhere (Séguin and Bussière, forthcoming, 1996) for the Montreal region which reconstructed the variable of household structure from the telephone Origin-Destination (O-D) Travel Survey of 1987 which did not include questions on family ties between individuals living in the same household. We are presenting here the validation of the typology of household structure which was done on the basis of the Enquête Générale de Transport (EGT) 1991-92 survey of Paris and the 1993 O-D survey of Montreal and we present a few comparative results. Being confronted with the lack of the variable of the activity of the population in the survey of Montreal, we defined a working person as a person making at least one worktrip (or for business affairs) the day of the survey. We analyzed the differences in the relative distribution of family forms and the travel behaviors of individuals by sex, type of household, activity (working or not) with the help of a few global parameters (total mobility, mobility by mode). ACKNOWLEDGMENTS We are grateful to the Accords France-Québec and the Fonds FCAR (Fonds pour la formation de chercheurs et l'aide à la recherche) for their financial support and to the DREIF (Direction régionale de l'équipement-Île-de-France) for their authorization in regard to the use of the Enquête générale de transport (EGT) data.