L'introduction à ce dossier a pour ambition de mettre en évidence quelques grands enjeux en matière de mobilité et de transport. Des doutes se font jour face à la poursuite de la tendance lourde à l'hyper-mobilité. La rhétorique actuelle promeut la révolution du numérique qui permettrait rien de moins que de nouvelles mobilités. Mais lesquelles ? Il convient de revenir à des questions simples et récurrentes qui portent sur l'environnement, le financement des transports, les inégalités d'accès à la mobilité et sur le rôle des territoires.
Along with the growing car traffic, pollutant and GHG emissions have constantly been increasing. Facing this evidence, the French government and local authorities have implemented willful policies during the last two decades in order to reduce car use in French cities. However, such policies could be nearly reaching their limits, in particular as they fail in dealing with the issue of car dependency in low-density areas. So, in a context of increasing fuel prices on the long-run, more attention has to be paid to social costs and equity issues related to sustainable travel policies, in addition to a more environmentally-focused approach. In order to do so, several scenarios were considered with various assumptions regarding the evolution of fuel prices, incomes and vehicle fuel efficiency up to 2060, of which consequences on GHG emissions, average car mileage per adult, and fuel budget coefficients were analyzed. A sequential model of traffic generation was used, accounting for the number of driving license holders and main users of a vehicle. Forecasting results suggest that technical progress could simultaneously reduce GHG emissions and household budget coefficients, thus providing a satisfactory answer to both sustainability and equity issues. On the other hand, rising fuel prices have limited efficiency in reducing GHG emissions because of car dependency, while strongly lifting up budget coefficients. We finally suggest more in-depth insights into this issue, […]
France must implement voluntarist policies in order to reduce CO2 emissions, which raises questions regarding the effectiveness of competing options and their costs, for both public finances and society. This paper estimates abatement costs of one ton of CO2 from three scenarios aimed at softening the environmental impacts of freight moved by trucks. Hybrid trucks may generate large CO2 savings (5.7 Mt/year in 2030), at a moderate discounted abatement cost (88 €/t). The option based on natural gas for vehicles leads to a similar abatement cost and to lower environmental gains (3.2 Mt/year in 2030). Whilst inducing small CO2 savings (0.2 Mt/year in 2030), megatrucks present a negative discounted abatement cost (-285 €/t), thus suggesting the existence of one potential double dividend. Latter result is uncertain, however, as stressed by some of the sensitivity tests proposed in this research.
The spatial organization of cities deeply changed all along the 20th century. An important literature already exists but the effects of urban form on daily mobility are still under debate. However, methods used to appreciate these impacts are not really efficient to separate the different factors: as well as through city comparisons or through diachronic analysis, even thanks to LUTI modelling, it is difficult to separate urban form impacts from economical or cultural contexts or general changes. In addition, the tools to assess urban planning and transport policies are often focused on one dimension of sustainable development, with restricted economic or environmental approaches. Last, the results are provided at an aggregated level, without differentiation between household types (depending on their location, level of income, etc.). The main purpose of this paper is to propose an approach based on simulation to allow comparisons between urban forms. The exercise is carried out on Lyon urban area thanks to the SIMBAD LUTI model to simulate different urban form trends (sprawled, polycentric and monocentric urban area). An evaluation of social, economic and environmental impacts is conducted at the urban area level and according to the residential location.
The twenty first century is characterized by the current and future extension of the high-speed rail network in in developing countries. If lines are already in operation in China, Turkey, others are built (Morocco, Iran) and projects exist in numerous countries (Brasilia, Malaysia, Egypt, etc.) that is, in very different socio-economical contexts characterized by large inequalities. What are the effects of high-speed lines in these countries? Because it improves territories accessibility, a high speed line might favour population mobility and exchanges inside a same country or between two countries in the case of international lines. But especially in developing countries, the issue is to know for whom and for what use they are built. The aim of this article is to show that high-speed line might reinforce the existing inequalities which are large in this type of country because the uses are spatially, economically and socially more different than in so-called developed countries. The analysis will be illustrated by the Morocco case.
Cycling lessons for adults exist in many cities across the world and women with a migration background often constitute an important part of the participants. This paper explores the socio-spatial impacts of such lessons in five Swiss cities through the prism of an original theoretical framework. The latter is based on the concept of empowerment and in particular on its spatial dimensions. It is operationalized around three thrusts: (1) the individual and his/her capacities, (2) the individual in his/her close environment, (3) the individual in society. The analysis shows that learning bicycle can increase the capacity to be mobile, improve self-confidence, and enable a (re)appropriation of one’s body and space. It can enhance autonomy and give better access to various opportunities and activities.