Louis Drouin

Use of a new public bicycle share program in Montreal, Canada.

BACKGROUND Cycling contributes to physical activity and health. Public bicycle share programs (PBSPs) increase population access to bicycles by deploying bicycles at docking stations throughout a city. Minimal research has systematically examined the prevalence and correlates of PBSP use. PURPOSE To determine the prevalence and correlates of use of a new public bicycle share program called BIXI (name merges the word BIcycle and taXI) implemented in May 2009 in Montreal, Canada. METHODS A total of 2502 adults were recruited to a telephone survey in autumn 2009 via random-digit dialing according to a stratified random sampling design. The prevalence of BIXI bicycle use was estimated. Multivariate logistic regression allowed for identification of correlates of use. Data analysis was conducted in spring and summer 2010. RESULTS The unweighted mean age of respondents was 47.4 (SD=16.8) years and 61.4% were female. The weighted prevalence for use of BIXI bicycles at least once was 8.2%. Significant correlates of BIXI bicycle use were having a BIXI docking station within 250 m of home, being aged 18-24 years, being university educated, being on work leave, and using cycling as the primary mode of transportation to work. CONCLUSIONS A newly implemented public bicycle share program attracts a substantial fraction of the population and is more likely to attract younger and more educated people who currently use cycling as a primary transportation mode.

Impact Evaluation of a Public Bicycle Share Program on Cycling: A Case Example of BIXI in Montreal, Quebec

OBJECTIVES We examined associations between residential exposure to BIXI (BIcycle-taXI)-a public bicycle share program implemented in Montreal, Quebec, in 2009, which increases accessibility to cycling by making available 5050 bicycles at 405 bicycle docking stations-and likelihood of cycling (BIXI and non-BIXI) in Montreal over the first 2 years of implementation. METHODS Three population-based samples of adults participated in telephone surveys. Data collection occurred at the launch of the program (spring 2009), and at the end of the first (fall 2009) and second (fall 2010) seasons of implementation. Difference in differences models assessed whether greater cycling was observed for those exposed to BIXI compared with those not exposed at each time point. RESULTS We observed a greater likelihood of cycling for those exposed to the public bicycle share program after the second season of implementation (odds ratio = 2.86; 95% confidence interval = 1.85, 4.42) after we controlled for weather, built environment, and individual variables. CONCLUSIONS The implementation of a public bicycle share program can lead to greater likelihood of cycling among persons living in areas where bicycles are made available.

The potential modal shift and health benefits of implementing a public bicycle share program in Montreal, Canada

BackgroundThis study estimated the modal shift associated with the implementation of a public bicycle share program in Montreal, Canada.MethodsA population-based sample of adults participated in two cross sectional telephone surveys. Self-reported travel behaviors were collected at the end of the first (fall 2009) and second (fall 2010) season of implementation. The sample included 2502 (Mean age=47.8 years, 61.8% female), and 2509 (Mean age=48.9 years, 59.0% female) adult respondents in each survey.ResultsThe estimated modal shift associated with the implementation of the PBSP from motor vehicle use to walking, cycling, and public transportation was 6483 and 8023 trips in 2009 and 2010. This change represents 0.34% and 0.43% of all motor vehicle trips in Montreal.ConclusionsThe implementation of a PBSP was associated with a shift toward active transportation. The modal shift was complex and not simply the result of a discrete shift from one mode to another. Promotion of active transportation should encourage integration of multiple active transportation modes to better reflect people’s actual transportation behaviors.

The impact of implementing a public bicycle share program on the likelihood of collisions and near misses in Montreal, Canada.

OBJECTIVE This study aimed to estimate the impact of implementing a public bicycle share program (PBSP) on the likelihood of self-reported collisions and near misses between cyclists and motor vehicles among cyclists living in Montreal. METHODS A repeated cross sectional design was used. Surveys were conducted at the launch of the PBSP, at the end of the first and second seasons of implementation. Logistic regression estimated changes in the likelihood of reporting collisions or near misses. RESULTS There was no evidence of a change in likelihood of reporting a collision or near miss after implementing the PBSP. PBSP users were not at a greater risk of reporting a collision (OR=1.53, 95% CI: 0.77-3.02) or near miss (OR=1.37, 95% CI: 0.94-1.98), although confidence intervals were wide. The number of days of cycling per week was associated with collisions (OR=1.27, 95% CI: 1.17-1.39) and near misses (OR=1.34, 95% CI: 1.26-1.42). CONCLUSIONS There was no evidence of a change in the likelihood of reporting collisions or near misses in Montreal between the implementation of the PBSP and the end of the second season. Time spent cycling was associated with reporting a collision or near miss.

Implementing a Public Bicycle Share Program: Impact on Perceptions and Support for Public Policies for Active Transportation

BACKGROUND Favorable public opinion and support for policies are essential to favor the sustainability of environmental interventions. This study examined public perceptions and support for active living policies associated with implementing a public bicycle share program (PBSP). METHODS Two cross-sectional population-based telephone surveys were conducted in 2009 and 2010 among 5011 adults in Montréal, Canada. Difference-in-differences analyses tested the impact of the PBSP on negative perceptions of the impact of the PBSP on the image of the city, road safety, ease of traveling, active transportation, health, and resistance to policies. RESULTS People living closer to docking stations were less likely to have negative perceptions of the effect of the PBSP on the image of the city (OR = 0.5; 95% CI, 0.4-0.8) and to be resistant to policies (OR = 0.8; 95% CI, 0.6-1.0). The likelihood of perceiving negative effects on road safety increased across time (OR = 1.4; 95% CI, 1.2-1.8). Significant interactions were observed for perceptions of ease of traveling (OR = 0.5; 95% CI, 0.4-0.8), active transportation (OR = 0.6; 95% CI, 0.4-1.0), and health (OR = 0.6; 95% CI, 0.4-0.8): likelihood of negative perceptions decreased across time among people exposed. CONCLUSION Findings indicate that negative perceptions were more likely to abate among those living closer to the PBSP.

Association of implementation of a public bicycle share program with intention and self-efficacy: The moderating role of socioeconomic status

This natural experiment examines the effect of a public bicycle share program on cognitions and investigates the moderating influence of socioeconomic status on this effect. Two cross-sectional population-based surveys were conducted. Intention and self-efficacy to use the public bicycle share program were assessed by questionnaire. A difference-in-differences approach was adopted using logistic regression analyses. A significant effect of the public bicycle share program was observed on intention (exposure × time; odds ratio = 3.41; 95% confidence interval: 1.50–7.73) and self-efficacy (exposure; odds ratio = 1.61; 95% confidence interval: 1.28–2.01). A positive effect on intention was observed among individuals with low income (exposure × time; odds ratio = 27.85; 95% confidence interval: 2.51–309.25). Implementing a public bicycle share program is associated with increases in intention and self-efficacy for public bicycle share use, although some social inequalities persist.

Grassroots projects aimed at the built environment: Association with neighbourhood deprivation, land-use mix and injury risk to road users

RésuméObjectifs1) Décrire des projets de proximité axés sur l’environnement bâti et associés au transport actif sur l’île de Montréal; et 2) examiner les associations entre le nombre de projets et les indicateurs de défavorisation matérielle et sociale du quartier et de l’environnement bâti.MéthodeNous avons identifié les organismes de financement et les groupes communautaires menant des projets portant sur les environnements bâtis sur l’île de Montréal. En consultant leurs sites Web et selon un processus en boule de neige, nous avons répertorié les projets visant à transformer les environnements bâtis exécutés par des organismes communautaires entre le 1er janvier 2006 et le 1er novembre 2010. Nous avons codé et validé l’information sur les activités de projet et créé une carte interactive à l’aide du logiciel Geoclip. Des analyses corrélationnelles ont permis de quantifier les associations entre le nombre de projets, les caractéristiques du quartier et la défavorisation.RésultatsEn tout, 134 organismes communautaires ont été identifiés et 183 projets de proximité répertoriés. Un grand nombre de projets visaient à mieux faire connaître/améliorer le transport actif ou collectif (n=95), à sécuriser les déplacements (n=84) et à rehausser l’esthétisme et le verdissement des quartiers (n=69). La corrélation entre la présence des projets et l’étendue de la défavorisation matérielle du quartier était faible (τ de Kendall=0,26, ps<0,001), mais dans les zones plus défavorisées sur le plan social, les projets étaient plus nombreux (τ de Kendall=0,38, ps<0,001). La présence de nombreux projets était aussi associée à une plus grande diversité des usages du sol (τ de Kendall=0,23, ps<0,001) et à une plus grande proportion d’intersections avec piétons, cyclistes et automobilistes blessés (τ de Kendall=0,43, ps<0,001).ConclusionIl existe une importante mobilisation communautaire autour des environnements bâtis et du transport actif. Ses processus de mise en œuvre et ses impacts méritent d’être étudiés plus avant.OBJECTIVES 1) To describe grassroots projects aimed at the built environment and associated with active transportation on the Island of Montreal; and 2) to examine associations between the number of projects and indicators of neighbourhood material and social deprivation and the built environment. METHOD We identified funding agencies and community groups conducting projects on built environments throughout the Island of Montreal. Through website consultation and a snowballing procedure, we inventoried projects that aimed at transforming built environments and that were carried out by community organizations between January 1, 2006, and November 1, 2010. We coded and validated information about project activities and created an interactive map using Geoclip software. Correlational analyses quantified associations between number of projects, neighbourhood characteristics and deprivation. RESULTS A total of 134 community organizations were identified, and 183 grassroots projects were inventoried. A large number of projects were aimed at increasing awareness of/improving active or public transportation (n=95), improving road safety (n=84) and enhancing neighbourhood beautification and greening (n=69). The correlation between the presence of projects and the extent of neighbourhood material deprivation was small (Kendalls t=0.26, p<0.001), but in areas with greater social deprivation there were more projects (Kendalls t=0.38, p<0.001). Larger numbers of projects were also associated with the presence of more extensive land-use mix (Kendalls t=0.23, p<0.001) and a greater proportion of road intersections with injured pedestrians, cyclists and motor vehicle users (Kendalls t=0.43, p<0.001). CONCLUSION There is significant community mobilization around built environments and active transportation. Investigations of the implementation processes and impacts are warranted.

Estimating the health benefits of planned public transit investments in Montreal

Background Since public transit infrastructure affects road traffic volumes and influences transportation mode choice, which in turn impacts health, it is important to estimate the alteration of the health burden linked with transit policies. Objective We quantified the variation in health benefits and burden between a business as usual (BAU) and a public transit (PT) scenarios in 2031 (with 8 and 19 new subway and train stations) for the greater Montreal region. Method Using mode choice and traffic assignment models, we predicted the transportation mode choice and traffic assignment on the road network. Subsequently, we estimated the distance travelled in each municipality by mode, the minutes spent in active transportation, as well as traffic emissions. Thereafter we estimated the health burden attributed to air pollution and road traumas and the gains associated with active transportation for both the BAU and PT scenarios. Results We predicted a slight decrease of overall trips and kilometers travelled by car as well as an increase of active transportation for the PT in 2031 vs the BAU. Our analysis shows that new infrastructure will reduce the overall burden of transportation by 2.5 DALYs per 100,000 persons. This decrease is caused by the reduction of road traumas occurring in the inner suburbs and central Montreal region as well as gains in active transportation in the inner suburbs. Conclusion Based on the results of our study, transportation planned public transit projects for Montreal are unlikely to reduce drastically the burden of disease attributable to road vehicles and infrastructures in the Montreal region. The impact of the planned transportation infrastructures seems to be very low and localized mainly in the areas where new public transit stations are planned. HighlightsAn integrated burden of transportation in association with planned modifications of the public transit infrastructure.Based on our results planned public transit projects in Montreal will not reduce significantly the burden of transportation.Future work needs to address land use and public transit projects needed to further reduce the burden of transportation.

Function and public awareness of sustainable development and population health projects in Montreal, Canada: a logic model and survey of the Quartiers 21 Program

Abstract Background Simultaneously advocating for sustainable development and promoting population health seems synergistic but few integrated interventions have been studied. We developed a logic model for the Montreal Quartiers 21 Program and assessed awareness of the Program among Montreal residents. Methods We developed a logic model of the Montreal Quartiers 21 Program, which is part of Montreals Strategic Action Plan towards Sustainable Development and allocates money to community groups to support grassroots health projects for sustainable development. We also did a 20 min online survey of Montreal residents aged 18 years or older to assess their awareness of the Program. Survey participants were randomly selected from a panel recruited by a polling firm. We estimated weighted prevalence of awareness and used logistic regression to identify variables associated with awareness. Findings The two iterations of the Program (in 2005–09, and 2010–13) funded 28 projects for revitalisation of commercial streets, active and public transportation, creating green public and outdoor private spaces, making public spaces safer, calming traffic, promoting urban agriculture, collecting recyclable materials, and increasing quality of rainfall runoff. Of the 1793 respondents with complete data, 6·0% (95% CI 4·5–7·9) could spontaneously recognise the Program and 25·7% (22·8–28·8) could after prompting. Interpretation Interventions, such as the Montreal Quartiers 21 Program can provide feasible projects consistent with principles of sustainable development and public health. However, public awareness of projects is modest. Funding Canadian Institutes of Health Research.