The profession of lorry driver, like many professional itinerant activities is mainly characterized by the fact it is difficult to distinguish working hours from rest times between the moment the worker begins a professional trip and when he finishes it. During this time, whether he is driving or sleeping, the driver is carrying out his professional duty. As the legislator intends to pay the drivers strictly according to their work time, the nature of the periods when the employee, even if he is not carrying out a precised and visible task, is nevertheless fulfilling his professional duty, has to be considered. Three circumstances are envisaged by the law, which form a kind of continuum between the periods clearly identified as effective work or as rest times : waiting times, times of break imposed by the European legislation within driving periods, short resting times during a working day or a trip.
The topic of this paper deals with the adaptation of urban transport approaches by the international engineering consultants. The analysis is made though the criticism of studies implemented in Dakar in 1998 and 1999.After a presentation of the urban transport system in Dakar, dominated by the small size ("artisanat") public transport operators, the paper analyses three studies focused on the following themes :- Organization of public transport system and definition of the bus network to be franchised- Evaluation of external costs produced by urban transport- Conditions of earning power of micro-operators, dealing with their capacity to buy new vehicles.For each study methodological failures are presented, expressing the influence of wanted conclusions on methodological options, without a minimum of criticism. In each case the consideration of the african context should bring different approaches which the international engineering consultants are unable to provide because they use tools designed in the more developed world.
To identify Bolloré’s Group strategies enables us to take part in the actual debate about the impact of privatisation in Africa. The emergence of an African Bolloré’s area, centered upon transport and logistical activities, reveals a totally planned, effective logic of a private network. The spatial impacts of these monopolistic dynamics are showing contradictory consequences. If on one hand, private transport networks do contribute to a real modernisation of the African circulation space, on the other hand it may be reduced to small private enclave, slightly connected to outer territories. This contradiction will have to lead prospective looking at further planning operations and political frameworks.
More and more, dynamic policies has been considered as major solutions to improve traffic conditions. So it became necessary to get information on the dynamic components of travel behaviors. We have administrated a survey specially focused on trip timing of motorized users in the Paris area. We get a large set of data on dynamic components: preferred arrival time, time window for mode use, individual or household constraints, official work start time, appointment time, etc. In this paper, we identify relations between those variables and travel behaviors, specially the mode choice. The empirical application of the theoretical departure time choice model provide schedule delay costs estimates. We have shown, inter alia, that schedule delay costs represent a major part of the generalized cost.
The spatial analysis and modelling established with the method of structural coefficients are based on a distinction of two dimensions in the commodity transport. The first one is a dimension of economic structure and the second one a dimension of territory structuring. This second dimension expressed by the structural coefficients deals with the differences in the volume of freight between two areas attributable to the act of structuring territory factors (transport cost, regional economic specificities, etc.).The spatial analysis and the modelling highlight for the economic structure dimension a variable reactivity of the freight to industrial growth, differentiated according to the category of product and the geographical scale of transport. For the territory structuring dimension, the spatial structure of freight is mainly related to transport cost and spatial proximity and exhibits a strong temporal stability. Long-run simulations confirm the high sensitivity of freight with contrasted economic growth and more modest but interesting impacts with various spatial transformations.