Mobility in the Montréal Metropolitan Area has grown 31 % during the period 1974-1987. This paper describes the components of mobility and attempts to isolate the main factors of its evolution. This evolution is decomposed between the proportion of mobile persons and the mobility of the mobile persons. The analysis is then decomposed by age, by sex and by geographical area. Mobility varies considerably with age but varies little by zone of origin of trips or by the distance from down-town. The differences observed in the general mobility by gender can be explained by an important difference in the proportion of the mobiles and not by differences in travel patterns of mobile persons. With the aid of an algebraic formulation, measuring the impact on general mobility of the variations in the mobility of the mobiles and in the proportion of mobiles, we find that the growth in the mobility of mobiles is, for both sexes, the dominant component in the change of mobility behavior. In the case of women, the rise in the proportion of mobiles is also an important factor of growth. Finally, the results of the analysis lead to conclusions on the most probable evolution of these parameters in the future and can therefore be useful for predictive purposes.
The "Automatic Fleet Management System" is a technological innovation, ten years old about. This kind of technology is opening a new age for bus company management. It is based on a new kind of management and production of transport product in real time. It brings new keys for diary management of urban bus networks. To day we may learn all the progress brought about by this kind of technological innovation. It is easy to imagine the possibilities and the evolutions for the future.
This study compares, within an unifying framework, several interurban demand models by doing a detailed analysis of their inclusion and evaluation of price effects on passenger interurban trips. Using a common base to compute price-elasticities for the modes allows us to give answers to several questions: do models calibrated more than 10 years ago still permit the evaluation of current transport demand sensitivity? For a given market, what are the models which may or may not be applied? Are price-elasticities derived from models sufficiently homogeneous to suggest a "consensus»? What are the modes with an elastic travel demand? What travel demand modes are sensitive to other mode prices?
In the former Soviet Union, since 40 years, some economic analysis methods in the field of transportation were imperatively developed in relation to the fixed national plans.The author notes four periods: from 1950 to 1965, general models were used, based upon the linear programming, especially to minimize multi-products transportation costs with capacity constraint in a network. Then, as far as the beginning of the seventies, the general econometric models were adapted to the specific field of transportation. They used non-linear programming, particularly non-linear dynamic methods for networks optimization, modal split and assignment models in a network ; two examples illustrate this period : the development of a long distance transport network (dynamic model with discrete and continuous variables) and the renewal of vehicle fleet (simulation model). During the 1975-1985 period, these previous methods were criticized: it was beginning of a system analysis of transportation for the purpose of planning and national policy. Nowadays, since 1985, with the "perestroïka" and the market economy application, the self interest of the various actors, users, private companies... is taken into consideration (equilibrium models, multicriteria models of optimization). Special interest is given to forecasting or simulation models, particularly to generalized models of diffusion or forecasting models of optimal synthesizes.
"Qualitative" investment (improvements in comfort and environment etc.) gives benefits that are not easy to quantify because of a lack of analytical instruments."Stated Preference" methods using the trade-off procedure allow us to calculate willingness to pay on the part of the potential user and so make better use of qualitative investment. The chosen field of application is that of railway station and rolling-stock investment and is based on various studies carried out for Dutch, English and Swedish Railways.The analytical modes which follow from a control study are given and the obstacles are identified in order to define the scope of such a method. What is more, the incidences of over pricing accepted by the user allow us to calculate the expected increase in tariff revenue and... indicators of profitability, using the flexibility of demand/price.
This paper summarizes some results from a survey about the risk of road accident in Belgium. It enables to measure empirically and precisely the high risk bounded to young and very young car drivers but also to help to understand some of the many decisions that brave to be taken by insurance companies or for the driving license. These simple measures are easily compared with those published for other countries. The need for better exposure data is put forward.