Renewed interest has been shown in recent years with regard to the short sea shipping (SSS) in Quebec because this transport mode meets imperatives related with sustainable development. However, the reality of Quebec SSS stands out from the enthusiasm of the government to promote this transport mode. Indeed, the whole of initiatives have resulted in a mixed record so far. This research rests on the assumption that the inefficiency of public policies to support SSS could result in a part from spreads of perception between the different involved actors. The aim of our research is part of disciplinary balance between the fields of public policy analysis and that of decision support. The result diversity goes beyond the economic interests of stakeholders but expresses the contrasted representations of its issues made by the SSS stakeholders in Quebec.
This paper raises the question of competitiveness in the regular maritime service by comparing direct service with transshipment. The costing model used for this purpose is applied to the West African-Northern European maritime route with Tangier Med as a transshipment port. The results of the estimates and comparisons indicate, on the whole, that the transshipment is economically advantageous to the ship-owner as a direct service.
For comparing investment programs subject to the same public financing constraint, we just need to know the required subsidy and expected socio-economic Net Present Value (NPV) for the proposed projects. We also know that the welfare gain of the program is optimal when the projects are carried out in decreasing order of NPV to public subsidy ratio. This optimal standard, obviously consistent with the value-for-money criterion, provides an optimal program. The value of the welfare gain of any actual program must naturally be compared to the value of the welfare gain generated by an optimal program. The optimal program is easy to establish if we postulate the implementation of projects in decreasing order of NPV to public subsidy ratio. A global investment efficiency indicator can therefore be defined.In order to explore this proposal in an empirical way, we use homogeneous data in the rail industry. In France, socio-economic and financial evaluation is mandatory. Thus, we can use the data of 39 regional projects dedicated to modernize the network. This statistical base will enable us to test the efficiency indicator proposed and present several concrete results.
The analysis of the demand of transport has largely developed these last years around the sociological dimension of the logic of modal choice. This article pursues this effort by targeting the leisure mobility related to the events. In fact, the literature is relatively poor on these specific forms of mobility. Organizers of such events are also awaiting additional elements likely to help dimensioning needs in terms of public transports and the car parks. Developing carpooling is therefore of particular interest to allow limiting the number of vehicles on site. This article proposes to deal with this question. Analyses carried out are based on a double survey carried out among the festival-goers of the 2012 and 2014 editions of the Paléo Festival Nyon, in Switzerland. Results obtained make it possible to better understand the specificities of the logic of modal choice for event-related leisure travel, in particular in terms of friendliness and assurance of a possible return. By echoing these motivations, carpooling might be developed in the future, although relational carpooling is already widely developed.
The modal shift has never been more important than it is today, in the heart of big cities. The case of Paris is a clear and yet little known illustration. In 25 years, the modal share of the automobile has fallen by 45%, public transport has increased by 30%, cycling was multiplied by ten, and, after a doubling, motorized two-wheelers have begun to decline. This borderline case shows that the modal shift does not depend on the authorities’ injunctions, but much more on the importance of residential mobility. It increases when transport policies are particularly coherent by combining traffic calming with credible alternatives implementation. All territories end up being concerned and everything is a matter of rhythm compatible with the aspirations of the population.