This paper aims to provide a better understanding of maritime transport activities in the Canadian Arctic and its evolution since 2002. The methodology is original in the sense that it proposes a threefold analysis based on three different indicators. As well as using the two most common indicators (number of trips to the Canadian Arctic and number of trips within the Canadian Arctic), this contribution is amongst the first attempts to quantify maritime transportation activities in the Canadian Arctic in terms of distances travelled by vessels within the area. This quantification of Canadian Arctic shipping traffics in actual nautical miles travelled partially fills the information gaps resulting from the use of the first two indicators. Indeed the information is necessary for future more accurate evaluation of the footprint of maritime transport on the Canadian Arctic environment and to better understand the risks of navigation in this region. Furthermore, the results detail the nature of the rapid growth in commercial shipping within the Canadian Arctic in recent years.
Logistics experiences a large development and wide transformations for twenty years. The physical operations are located within actual hubs of the logistical schemes. These facilities constitute a recent theme of public intervention and land use planning. Logistical platforms are considered by local authorities like one of the factors of the territorial attractiveness for economic activities location, as one of the factors of the orientation of the traffic flows and the (in)direct creation of jobs. However, the efforts of the local authorities to attract the logistical activities can be translated by a spatial spreading of these activities in contradiction with both the aims of logistical performance and sustainable development. So, it seems convenient to consider the definition of territorial logistical governance which results from the trade off between logistical spatial equity, logistical performance and sustainable environment.
Research on proximity has been evolving deeply in the past twenty years. Recently, a new interest in proximity-oriented retailing concepts appeared in France from both researchers and big retailers. This interest ensued from a large scale general merchandising stores crisis and the consumers’ tendency to return to more local stores. Big retailers tend to develop new city stores. Representing a widely spread concept of city centre small stores in numerous countries, convenience stores (CVS) are source of inspiration. In their most innovative forms like the ones in Japan (CVSJ), the CVSs use at the most the potential created by their to consumers but also to their distribution channel members. They propose a distinctive offer to consumers (service-oriented offer) and an original supply chains’ organization. The CVSJs are analysed through both proximity and convenience literature and more especially Bergadaa and Del Bucchia (2009) framework on proximity’s’ dimensions. CVSJ’s concept obtains its originality and efficiency in the Japanese context thanks to a combination of tools, organizational choices and general management principles that each participates to intensify different dimensions of proximity. To conclude, CVSJs’ transferability to France will induce a lot of questions, especially when the Japanese system relies on the strength and the role of wholesalers.
This paper explores the social composition changes within the households living near the extended Paris metro lines in the suburbs, between 1990 and 1999. We want to know how and to what extent the directly connected suburbs are socially specialized, using data from the Population Census, and in particular socio-economic and family variables. The analysis around metro stations reveals distribution gradients of households by a double cleavage affluent groups/working classes and large households/small households. In the second step, we question the role of social housing and constraint acceptance of living space in these distributions. Both introduce a bias in the gradient, reflecting their status as a leverage to approximate households relative to the nodes of the network.
Using a mixed approach, this article explores the reasons that lead some individuals to dedicate a considerable amount of time to their daily mobility. In the literature on the subject, travel time is typically considered useless, unproductive time -and even the worst time of the day. Given this, the behaviour of extreme commuters (those who travel more than two hours a day) must be reassessed, or, at the very least, a counter-example of this conception of travel time offered. To begin, a quantitative analysis of travel time budgets (TTBs) in eight cities (Bern, Brussels, Geneva, Grenoble, Lyon, Rennes, Strasbourg and Zurich) explores travel time in these cities using duration models. An initial finding confirms that approximately 20% of those surveyed in each city can be considered “extreme commuters” (more than 100 minutes). The estimated duration model then suggests that the behavior of these individuals is atypical in a way that cannot solely be explained by the characteristics referenced in studies on mobility. We then present the findings of our qualitative interviews with individuals whose TTBs are greater than two hours. A variety of dimensions illustrates the choices and/or obligations that lead to extreme TTBs. This qualitative sociological approach rounds out the quantitative econometric approach and points to the fact that the allocation of travel time budgets is not only determined by the activity at the destination or mode of transportation, but by other […]
Launched within the French PLF in 2010 in the form of a Contribution Climat-Energie, the carbon tax has now been withdrawn. Without mentioning the political reasons for the law’s repeal, we will examine the ecological and economic efficiency that this new tax could have had in particular as carbon taxation has been successfully introduced in Sweden. Taking the example of freight road transport, which was a particular focus of the law, we refer to the swedish example, the advice of experts (through different simulations stemming from macroeconomic models, or the recommendations of the Rocard Commission), and from actors concerned (loaders, truckers, unions). The carbon tax was rejected by a majority of the freight road transport sector, largely because, according to them, it targeted their competitiveness and related to an over taxation of the sector. Was it withdrawn advisedly?