The high speed rail lines serving cities often give birth to expectations from public actors but also sometimes from firms. By allowing easier travels and by shortening distances times, they would lead to more important temporary potentialities of closeness between the actors of connected cities. They would allow to widen the firms markets and to get closer to his suppliers. To benefit from these potential of closeness, the companies of the services sector would try to become established near stations. We question the differences between expectations associated with the high speed rail in terms of firms activities development, location factors declared by firms established near TGV stations and the use of the high speed service, by presenting results of two surveys led around the Reims station in 2008 and 2014. Since June 2007, the city is served in two stations, the central one and the new station « Champagne Ardenne », in the suburb. A first survey, lead in 2008, had shown that few of the located firms used the high speed service. A second survey, led in 2014, shows different results. More firms declare the HST as a location factor but also to use it. The practices seem also to have evolved: the enterprises tend to favour the HST, towards Paris or towards Roissy Charles de Gaulle, when schedules allow it. Nevertheless, if HSR is a more important location factor, enterprises don’t use it to develop their activities in Paris.
Cabotage refers to the national carriage of goods carried out by non-resident hauliers on a temporary basis in a host Member State. This activity is submitted to conditions of temporality provided by the EC regulation (CE n° 1072/2009 du 21 October 2009) establishing common rules for the access to the market of international transport of good by road.The article specifies the French rules about the conditions of execution of cabotage and the consequences for national and international road carriers. It also shows the measures the French government had just taken to strengthen the protection of posted workers in the road transport industry, which raises numerous questions and causes dissatisfaction of certain European countries and the European Commission to.
Transport infrastructure projects are based on ex ante cost benefit analysis. Traveler surplus often represent a large part of a project’s global benefit. The assessment of these traveler benefits, or surplus, as recommended in official French guidelines, is based on average benefits for a project. But in fact, benefits are widely distributed among individual travelers and discreet choice models enable us to have access to this distribution. The aim of this paper is to show that using the surplus given by discreet choice models leads to higher amounts of benefits compared to “classical” methods when the project has a high cost for users. The example of tolled highways is simulated in the paper. Pros and cons of the different methods are given before suggesting recommendations.
We intend to visit in this paper the port statistics, too often presented in a comprehensive and crude way as flows in metric tons. This way of promoting port cities benefits obviously to ports affected by the most massive traffics, but not necessarily rich in social or economic inductions. After taking stock of the limits of « official statistics », we are doing suggestions of improvement, while raising questions of method to better know the port places, activities and functions.
In 2012, a first survey of theses registered or supported in France on transport and logistics was carried out by the French Association of Transport and Logistics Institutes (AFITL). This census was updated in 2016. This paper presents the survey methodology; compares the results with the previous survey (2014); analyzes the results.The data set consists of 469 theses defended since 2010 and further includes 345 theses registered -not yet defended- since 2009. 80% of the dissertations are in social sciences and 20% in engineering sciences. A large number of these theses -almost 44%, but this percentage varies by discipline- are headed by research directors whose name is found only once in the file; i.e. the thesis directors are not specialized in transport and logistics but occasionally supervise students working outside their usual area of research.There are clear groupings in the localities where the theses are registered. 43% are registered in the greater Paris region. There are four universities where the number of theses in all disciplines is greater than 50: Lyon, Marseille, Paris 1, Paris-Est, but 46 where it is under 10. By crossing disciplines and institutions, one easily finds the geography of research in transport and logistics in France.