The understructure's tariff conditions are going to change. A comparative study of ports and airports budget shows that the former are receiving more public funds that the second. This is due to hard competition between French and foreign ports to which heavy subsidies has been given since long. The result is a discrepancy between two tariff's principles.
For urban areas with population exceeding 100,000, the seventies offer in France wide range of public transport’s strategies from price level as well as rate of growth of supply, points of view.A comparison of several urban areas for a given period during which the V.T. (versement transport = transport contribution: a tax for public transport paid by the employers) was set up provides a measure of social and economic efficiency though the analysis of changes in use of public transport and of the evolution of the covering rate.The years in which "VT" was set up, giving rise to a growth of the network (1975-1978) are caracterized by various fare strategies. The low fare policy had a great social and economical efficiency: cross-section elasticity is about 1 and the evolution of covering rate is about the same for all the urban areas.The local fare policies did not differ very much between urban areas during 1972-1975 and 1978-1981 periods. Therefore it was impossible to measure their efficiency. The growth of supply social and economic efficiency was higher during the 1975-1978 period than during 1972-1975: that shows the weight of the past.In conclusion, cross-section analysis with timing shows:- the efficiency of fare policy when the rate of growth of supply is important;- the efficiency of strategies which are based on the growth of supply as well as the fare policies and taklng into account of networks history.
This bibliographical report analyzes the researchs on the influence of driver behaviour upon the fuel consumption of cars. More particularly two themes are dealt with:- the effect of different types of driving upon the parameters of mechanical vehicle use and upon fuel consumption,- the efficiency of indicators and aids to vehicle driving in the field of fuel consumption.Among the numerous results, we note in particular that the inter-individual variability, i.e. the differences in fuel consumption between drivers is comprised between 8 and 10 % but can reach 50 % between the extreme consumption levels; intra-individual variability, i.e. the difference of the fuel consumption of the same driver related to different motivations, is comprised between 8 and 23 % but can reach 25 % between the extreme consumption levels. These variabilities of fuel consumption are related to vehicle use parameters, such as acceleration, variability of acceleration, normal running of engine, speed, etc.In conclusion, we propose new methodological approach which while taking into account vehicle and road environnement parameters put the stress upon the analysis of driver behaviour and driving strategies, as well as the interaction of the road-vehicle-driver system in order to determine "economic" driving models.
This paper begins with a presentation of fare structures in Paris and in the provincial towns. These fare structures are various and complex; a synthetic view is given by the mean price per trip for different categories of user.The social point of view is considered by using a progressivity Index. This indicator is calculated on ten examples for the main types of travel tickets. Classified by decreasing progressivity, we find: free passes for aged travel, passes for workers, travel passes for students and pupils, fare reductions for large families. The "big outlay" aspect acts as a considerable brake on the economically rational use for fare structure among the poorest sections of the population.The commercial point of view is considered from elasticity calculations of the mobility by public transport as a function of price and supply, mainly for home to work trips. There is no significant sensitivity of home to school mobility as a function of fare. On the contrary, price elasticity of non-obliged travels is rather high, mainly for old people.The main conclusion is that economic and social purposes are not so much contradictory on the field for public urban transport pricing.