In the framework of the French Government's policy to develop research as well as its transport policy, the author of this article carried out an investigation and on the request of the Ministry of Transport, made a number of proposals. In this article, he présents a summary of the part of this study concerning land transport and insists particularly on:- the stakes involved in research, especially noting the great social and economic importance involved;- the desirable directions (development of basic research, notably in the field of the socio-economy of transport; the role of the research-development projects, problems of urban and inter-urban transport, of security and de opérations in road transport, working conditions in transport, design of transport vehicles; infrastructures, development of general scientific means);- the means (people and research institutes, the development of collaboration between the two);- the structures (the creation of advisory bodies and bodies which execute policies).
Better than the calculation in constant francs, the idea of real-equivalent-work price makes it possible to explain that "people are driving as if gasoline had not gone up". In fact, at the beginning of 1981, in real value, gasoline was no more expensive that at the beginning of 1973. From 1970 to 1981, consumption of road vehicle fuels was constantly sensitive to variations in their price. The simultaneity of their respective movements is perfect. Price elasticity is considerably greater than what was found by earlier analyses. However, its interpretation would seem quite complex, making it illusory to try to establish a mechanical relationship between price and consumption. Until present, consumers were able to stay mobile thanks to a number of subterfuges. Because it seems that for them, the essential thing is to keep their independent mobility. When faced with expected price rises, few families accept the bringing into question of this mobility. More than an economic chattel, mobility has become a social value. Consequently, a policy designed to raise the real price of gasoline (or a genuine increase in its price) would have major economic and social implications.
The implementation of the last wave of extensions in the suburban metro network of Paris Region which took place in 1970, has been based on a long term comprehensive plan, elaborated by the RATP (1) and approved by the involved local and national authorities.If it is not in the scope of the RATP to decide on the greater or lesser priority to give to such or such project, it is on the contrary its due task to assist the official agencies in bringing out all the elements necessary to the clarifying of such issues.In the context, a specific multicriteria method has been elaborated for the ranking of the operations; this method has been derived from the more general ELECTRE methods.The purpose of this paper is two-fold: first, we shall state briefly the policy guidelines of the metro extension plan initiated in 1973; second, we shall describe this multicritera method, which can be expected to be able to deal properly with other investment choice problems.(1) Paris Public Transport Authority.
Most social surveys suggest that noise, especially road traffic noise, is a common problem from the public's standpoint. Its abatement conducts to high expenditures for the whole community.This paper presents the application and the criticisms of cost-benefit analysis in the field of noise.First, some theoretical aspects of environmental economics are described (social cost, optimal noise level).Secondly is discussed the complex question of the monetary evaluation of damages through the impact of noise on property value. So, the author brings out the difficulties in applying this method to real-world noise problems and recommends this nuisance to be taken into account through more realistic methods, as cost-effectiveness approach, even if a part of subjectiveness is included in the judgment of the decision maker.
Founded on a study of the french telecommunications development, this paper tries to enlighten two questions: at first, the problem of the ideological and political framework in which is inserted the public management of the network's development. The current solution would need, to be consistent, the anteriority or, at least, the independence of the demand from the public supply. But it appears that the public power, main manager of the supply, is also the main centre of specification of the demand.From this point follows a second one, more pragmatic: public enterprises use to estimate the demand through a system of filters, the working of which is leading to an irregular development of the network, an conséquently an expansive development, it would be certainly useful to settle some "short circuits" in the demand estimation system and for that to re-examine the place of demand in the network manager's strategy.