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This paper presents an investigation into the preference structure of commuting mode choice in dense urban areas. The paper aims to investigate the phenomenon of myopic choice and extends the phenomenon to the concept of modal culture. Using a household travel diary survey from the greater Toronto and Hamilton Area, an empirical discrete choice model was estimated. This model was used to provide general comments on the commuting and dependent behaviour of the sample, with a particular focus on the factors that influence bicycling captivation and culture. The model was then used for a hypothetical policy scenario analysis, which found that an investment in biking infrastructure had the capacity to increase bicycling mode share by nearly 50%. Based on this result, this paper recommends further investigation into both data collection for more comprehensive empirical model development and investigation into the policy applicability of the proposed model structure. [ABSTRACT FROM AUTHOR]

This paper focuses on examining and analyzing observed trends in work trip making in the Greater Toronto Area (GTA). Commuter trip timing and mode choice behaviour are investigated to explain the main reasons behind peak spreading observed in cordon count data from 1975 through 2004 and to better understand the relationship between modal and temporal decisions. From analysis it becomes clear that significant differences exist in the trip timing trends of individuals choosing different modes. Multinomial logit mode choice models are developed for separate occupation groups, revealing significant differences in the mode choice preferences between occupation groups. Such differences are related to the differences in occupation-specific factors, including labour rates, work hour rules, free parking availability, and the spatial distribution of work locations. Overall, the investigations of this paper indicate that a joint analysis and modelling of trip timing and mode choice has considerable merit in travel demand models. Cet article examine et analyse les tendances observées lors de trajets quotidiens pour aller au travail dans la Région du Grand Toronto. Le temps et le comportement adopté pour le choix du trajet sont examinés afin d’expliquer (les principales raisons derrière) l’augmentation de la durée de l’heure de pointe dans les données sur les cordons de comptage entre 1975 et 2004 et de mieux comprendre la relation entre les décisions de moyen de transport et de temps. L’analyse a clairement indiqué que de grandes différences existent dans les tendances du moment de déplacement des personnes choisissant différentes moyens de transport. Les modèles logistiques multinomiaux de choix de moyen sont développés afin de séparer les groupes de professions, soulignant de grandes différences dans les préférences du choix de moyen de transport entre les divers groupes de profession. De telles différences sont associées aux différences dans les facteurs spécifiques à la profession, dont les taux de rémunération, les règles associées aux heures de travail, la disponibilité de stationnement gratuit et la distribution spatiale des lieux de travail. Règle générale, cette étude indique qu’une analyse et une modélisation conjointes du temps et du choix du moyen de transport joue un grand rôle dans les modèles de demande de transport. [ABSTRACT FROM AUTHOR]

This paper presents a simplified approach to quantify the contribution of individual factors to the historical growth or decline in total travel between two points in time. The method employs person trip rates and distributions of the individual characteristics at the two time points to determine the portion of urban person travel increase or decrease associated with the change in each factor. The paper presents the application of the approach to investigate changes in person travel in the Greater Toronto Area between 1986 and 1996. Specifically, the study determined the change in person travel attributed to each of the following factors independently: change in population size, change in age distribution, change in residential location distribution, and change in employment status distribution (full time, part time, work at home). The data were obtained from the 1986 and 1996 Transportation Tomorrow Surveys (TTSs).Key words: transportation planning, travel demand.Cet article présente une approche simplifiée afin de quantifier la contribution des facteurs individuels à l'augmentation/diminution historique du nombre total de voyages entre deux points dans le temps. La méthode utilise les taux de déplacements des individus et les distributions des caractéristiques individuelles aux deux points dans le temps afin de déterminer l'augmentation/diminution de la portion des déplacements des individus en ville associée au changement de chaque facteur. Ensuite, l'article présente l'application de l'approche afin d'étudier les changements des déplacements des individus dans le Grand Toronto entre 1986 et 1996. Plus particulièrement, l'étude a déterminé que le changement dans les déplacements des individus est attribué à chacun de ces facteurs indépendants, soit le changement dans la taille de la population, le changement dans la distribution de l'âge, le changement dans la distribution des locations résidentielles et le changement dans la distribution du statut d'emploi (temps plein, temps partiel, travail à la maison). Les données ont été obtenues dans le Transportation Tomorrow Surveys (TTS) de 1986 et 1996.Mots clés : planification des transports, demande de déplacements.[Traduit par la Rédaction] [ABSTRACT FROM AUTHOR]

Traffic assignment has traditionally been performed using aggregate static user equilibrium approaches for a single mode. These approaches are typically favoured over more complex dynamic multimodal micro and meso-simulated models. Investigations into dynamic multimodal assignment models have shown promise, prompting interest in the adoption of complex modelling structures. The development and operation of these complex models can still be problematic, highlighting the need for efficient approaches to allow practitioners to acquire and apply these models. This paper presents a method to modify existing static auto assignment networks for dynamic multimodal assignment. To complement this, a method, which improves the overall performance of the transit routing procedure used within many assignment models, is presented. These methods were tested using data from the Greater Toronto and Hamilton Area, and result in an assignment procedure with reasonable run time and results, suggesting potential for wide spread adoption of these approaches. [ABSTRACT FROM AUTHOR]

This paper presents an optimization model for locating changeable message signs (CMSs) on an integrated freeway-arterial network. Compared with existing models, the proposed model represents a well-balanced compromise between computational efficiency required to solve problems of realistic size, and model realism to ensure the quality of solutions. The model has three unique features: (1) it recognizes that locating CMSs is a planning problem that must take into account both current and future needs and benefits, (2) it evaluates benefits of CMSs over multiple time periods with different traffic distributions, and (3) it explicitly considers inherent variations in incident characteristics across links and over time. A sensitivity analysis is performed to examine the potential impacts on optimal CMSs locations resulting from uncertainties in various input parameters, such as traffic demand, incident attributes, and driver behaviour. Lastly, the proposed model is applied to the Highway 401 express-collector freeway system in Toronto for relocating the existing CMSs. [ABSTRACT FROM AUTHOR]

Receiving water quality concerns associated with increased construction activities in recent years in the Greater Toronto Area has prompted the Toronto and Region Conservation Authority (TRCA) to evaluate design criteria for sediment control ponds employed during the construction period. Stormwater management ponds located in the towns of Richmond Hill and Markham were monitored to obtain stormwater runoff quantity and influent-effluent quality data during site development. The ponds were designed and constructed in accordance with the Ontario Ministry of the Environment Stormwater management planning and design manual 2003 for an enhanced level of protection (i.e., 80% total suspended solids removal). A hydrodynamic and sediment-transport model was used to examine the effect of pond geometry on sediment removal efficiency under varying storm events. The monitoring data and the modelling results clearly demonstrate the importance of proper pond size and geometry design. This paper focuses on the effect of the ratio of pond length to pond width in minimizing the short-circuiting effect and improvement of the sediment removal efficiency of stormwater management ponds. The results of this study will be useful in updating the design criteria for stormwater management ponds. [ABSTRACT FROM AUTHOR]