In a part one, are presented the problem of the analysis of statistical informations on individual activity program, and the DECORTYC method of data analysis which we used until now on this sort of problem. Nevertheless in this case, there is an impossibility to applicate this method and we explain why. In a second part, a derivated method is described (with photographical illustrations) as a solution to the both problems of the aggregation of the individual behaviour and of the articulation between lived-space, lived-time, and mobility. In the last part, we give an example as an illustration of the possibilities of this method of the "fichier-image DECORTYC".
The main social factors which determine the different pictures that taxi-users form concerning this means of transportation, and the use (or non-use) of taxis which derives from them, are discussed in the article below with the help of two examples : a large provincial conurbation (LYON) and two small towns with a population of only a few thousand. This contribution attempts to demonstrate that a technical and economic approach to the taxicab service, however essential it might be for the understanding of the kind of relationships existing between supply and demand, falls short of a thorough exploration of the problem. It is also quite necessary to take into account the sociology of the various social groups to which this means of transportation is intended, as well as the personal qualities of those who manage the business, in so far as the taxicab service has gradually changed throughout its history from a "public service" into an almost craftsman-like activity.
In this article, the author analyses, on the basis of 1973 data, the redistributive effects of Public Finance concerning household moving. He first exposes the problems presented by the adjustment of the methodology of redistribution examined in this sector; the answer to the criticism which follows this article permits a development of this point. The main problems are caused by the way the investment expense problem is treated (road infrastructure...) and by the effects of taxes via the used car market. It is well known that private transportation is subject to more taxes than they get benefit from (road use); it is the contrary for the most of public transportation. According to the allocation presented here: - relating to the housing area, the Parisians are the most favoured, - relating to the CSP of the family head, the employees are the most favoured by the public transportation benefit, especially those which are associated with social discounts (weekly work card, paid holidays), - relating to the size of the family, the most numerous families (5 children or more) pay the least.
The multimodal transport demand model, being developed in France since 1973, aims above all at better taking into account the influence of the level of service of different transport modes on the choice of mode and on mobility. While preceding models of the type "journey cost-journey time-passenger income" dealt essentially with business trips by air or railway in first class, this model has the following extensions:- taking into account all the interregional modes of transport: trains, aircraft, passengers cars,- taking into account private journeys,- simulation of individual travel behaviour on the basis of sample trips.The first applications are encouraging. However, if the problems of a methodological order have been solved in an acceptable way, the estimation of the numerical values of parameters with a sufficient precision will need the realization of important sample surveys.