Further to a participant-observation of the training of interviewers in charge of the Household Travel Survey (Enquête Ménages Déplacement, EMD), the author points dysfunctions in certain travel situations. The protocol of investigation appears badly suitable to seize the travels that have an intrinsic utility (undirected travel). When the experience of the mobile individual, the multiplicity of his reasons, the sudden appearance of intentions along the way, or the supervening of a risk on the way, affect the mobility behavior, more open questions are requested. The author defends a crossing of the methods; he suggests in particular the occasional introduction of qualitative and comprehensive brackets in the heart of the quantitative questionnaire when the interviewer notices that the travel situation moves away from the traditional pattern of a travel derived from a demand for activity to destina¬tion (directed travel). Although this adjustment of the protocol would suppose a complex revision of the EMD Certu standard, and a recasting of the recruitment and training process of the interviewers, the author assumes that these obstacles are removed so as to appreciate the possible theoretical prospects which could result. While underlining the richness of the nuances offered by the axial model proposed by MOKHTARIAN and SALOMON (2001), he shows its limits and tries to clarify its ambiguities. This axis comprises eight different keys of determination that can possibly […]
Academic empirical research and planning practice face a common difficulty: the cost and availability of data. In order to evaluate infrastructure projects, it is common to use the gravity model to forecast origin-destination matrices. The calibration process uses cross-sectional data (number of trips and network level of service). In order to produce forecasts, the hypothesis is made that the parameters are stable over time. This study addresses the question of the robustness of the parameter stability hypothesis and the ability of the gravity model to explain the increase in travel distances. We calibrate gravity models using OD matrices constructed with data from the last three household travel surveys conducted in Lyon (1985, 1995 and 2006) and generalized time data from transport networks coded for the three dates. We then use the resulting parameters to estimate OD matrices at a later date and we compare the distances obtained from the "predicted" matrices with the observed distances. The results are contrary to initial intuition: the model parameters change, but the impact on OD matrices is not significant enough to completely invalidate the use of the assumption of stability in the reproduction of travel distances. Longer travel distances observed are mainly due to changes in input variables of the model, namely the evolution of the subsystem of locations, i.e. the location of the population and activities, and the evolution of the subsystem transport, i.e. […]
Which are the determinants of residential mobility in Belgium? When moving, which are the factors impacting the choice of a new municipality for residence? These are the core questions within the MOBLOC project. In this framework a model was developed with two parts: a propensity to move model and a location model. The goal being to work at a fine spatially disaggregated level (589 Belgian municipalities) micro-simulation tools are also needed. The new method developed by the GRT for building synthetic populations together with techniques for simulating the evolutions of these populations along time are therefore quite useful. So together these tools and the developed models allow to undertake prospective studies and to estimate trends in residential locations for Belgium in the future on a quite accurate geographical meshing. In this paper, we mainly focus on developed methodologies and built models.
The aim of this paper is to assess the role of public transport in localization choices of households living in Fez, a city in the North-east of Morocco. We test if the proximity of the bus network is valued positively in the real estate (property) business prices. Based on a hedonic model applied to the market segment of "modern Moroccan houses", the study shows that it is possible to consider public transport as a factor enhancing the urban real estate business. More precisely, it is the quality of the public transport supply which allows such effect. An analysis of declared choices corroborated the results of the first approach. Overall, the research results foreground the role of public transport in urban planning policies.
Given the prospect of an increase in CO2 emissions caused by shipping, the debate surrounding regulations relating to emissions in this sector is intensifying in several international fora. The International Maritime Organisation and the European Union are discussing the introduction of a market-based measure for maritime transport. This article focuses on the principle of a cap-and-trade system and explores the potential impacts of the implementation of such a measure on the organisation of containerised shipping lines calling european ports. In order to respond to these questions, different scenarios varying the scope for application and the degree of connection with other existing cap-and-trade markets have been constructed. The results demonstrate significant and differentiated effects between the various scenarios.
The paper analyses the consequences of massification in container transport on the Rhine. In the 1990’, increasing traffic had a positive effect that helped its development. The expanding transport demand induced more frequent departures and at the same time lowered the cost by the use of high capacity barges. The new growth level that has been reached can explain why port concentration might now take place (as with deep-sea container business) despite the limited scale economies of barge shipping already attained. Such an evolution has been opposed for a long time by the dominating barge operators. In such a respect, they were against any influence of maritime actors, more inclined to establish a hierarchical pattern. Emerging transport patterns like transferia and megaports are now seriously taken in account. The various projects under construction are now gaining momentum. They are contributing to a closer cooperation among the barge companies and between barge companies and the maritime firms. One sign of such a change would be the emergence of a main hub located on the Lower Rhine.