Search

Eu égard à l’émergence d’engins de déplacement personnel motorisés (EDPM) tels que la trottinette électrique, accompagnée d’un renouvellement des pratiques intermodales consistant à combiner l’usage de ces options de micro-mobilité avec les réseaux de transports en commun, ce travail de recherche vise à saisir le déploiement de stratégies d'optimisation opérées par le biais de détours par de cyclo-voyageurs.

International audience; Our goal is to establish a mathematical framework for the description of geographical distance in a comprehensive way. Geographical distance always refer to potential or realized movement between places, and these displacements obey the least effort rule. While this optimization of effort is well known to imply the Triangle inequality in many situation, breaks in movement generate a paradox: effort optimization, taking into account the need to rest, results in apparent violations of the Triangle Inequality. In order to solve this issue, we introduce contextual metrics that consider space but also any contextual information relevant to travel, such as resources used for moving. Our approach permits to build a subjective space where distances are affected by the characteristics of the individual on the move. Contextual metrics frame the optimization problem in a space enriched by the context that the traveler has to take into account, making apparent that the violation of the Triangle Inequality in case of break was only an artefact of a model lacking crucial information. The range of geographical situations that can be modelled with this framework underline the level of generalization that can be expected from this approach.

International audience; Intermodality, defined as using more than one mode for a single trip, is frequently discussed as a measure to help achieve more sustainable mobility in Europe, especially in cities. However, intermodality presents challenges for transport providers, and has its drawbacks for users, who prefer connections that do not require changing between transport modes. As a basis for forming recommendations to facilitate intermodality, we first analysed the status quo of intermodal mobility in four European metropolises: Berlin, Copenhagen, Hamburg and Paris. Subsequently, we conducted an expert survey in which we asked experts in the four cities about the future share and development of intermodality, its future relevance and potential of intermodality in transport planning, and how various factors on both the demand and supply side influence the level of intermodal activity. According to our findings, most experts foresee an increase in the share of intermodal trips. They also believe the relevance of including intermodality considerations in transport planning to be increasing. The increase of intermodal mobility will be driven by factors such as reduced vehicle ownership, but also by new mobility patterns. The latter can be explained by social factors such as urbanisation or digitalisation that affect the lifestyle of cities' inhabitants in future.

The degradation of the sound environment contributes significantly to the external costs of mobility and is an obstacle to the development of cities. Action plans aiming at fighting traffic noise often take a long time to reach mature implementation. Therefore, it is advantageous to envisage how societal and urban changes and associated changes in mobility practices will modify the urban sound environment of tomorrow. In this article, an interdisciplinary team of seven researchers, whose work focuses on different fields of acoustics and mobility, reviews the potential impact of ongoing mobility and society changes on sound environments. First, the team identified the trends dealing with urban renewal, societal changes and new mobility drivers that have the greatest influence on sound environments, and analyzed in detail. From this analysis, insights emerged for urban noise impact and innovative noise mitigation solutions in the light of improved assessment of the links between mobility and urban sound environments.

The success of Transit Oriented Development (TOD) or rail oriented development depends on several factors, among them the characteristics of the public transport system should not be neglected. In the typical tram-train approaches as exemplified in the Karlsruhe experience, a new transport systems is proposed from the association of specific rolling stock, intermediate between tramways and trains, to a combination of urban tram tracks and existing conventional railway system. The adaptation to both central and peripheral contexts, and the promise of relatively low investment costs by reusing the existing infrastructure, explain the interest of such systems in metropolitan contexts. The tram-train approach combines urban considerations with functional characteristics of the transport system in order to provide new benefits in terms of accessibility, as compared to heavier systems. We propose to examine the project of the conversion of the regional rail Fraisses-Firminy-St-Etienne line into a tram-train corridor. This involves the introduction of a series of new stops that we want to assess: starting from a proposed list of stops, which ones should be introduced? To deal with this issue we have built a multicriteria approach associating transport and urban considerations. The criteria include accessibility measurements, impact of each stop on the total travel time, catchment areas for population and jobs, existing urban functions in the neighbourhood of the stops, potential for urban development of housing, activities and equipment, potential for connection with other modes, and cost of construction. The multicriteria analysis is able to provide some clear information about the opportunity of introducing each stop. The analysis raises some questions concerning three out of the seven new stops, and provides some relevant informations for the decision processes.

Unlike the drivers of private vehicles, public transport (PT) users may perform secondary tasks during their primary travel activity. Moreover, Information and Communication Technologies may open up "multi-tasking" possibilities by allowing individuals to spend their travel time in more pleasant ways. This article proposes a tentative valuation of connectivity to mobile phone and Internet networks (MPIN) in PT, based on the stated preferences of 501 inhabitants of the Paris region. The surveyed individuals were presented with hypothetical trade-offs between travel time reductions and improvements in MPIN connectivity in PT. Econometric tests show that the values ascribed to better connectivity are higher when PT users perform various tasks with smartphones or tablets during their trips and when they experience a large number of connectivity problems in the reference situation. While heterogeneity between individuals has a minor direct impact, we propose a typology of PT users that captures variations in valuations. On average, the subjective value of travel time would be reduced by 12% if PT users benefited from optimal MPIN connectivity whilst traveling. Alternative "time multipliers" - for types of PT user, gradual connectivity improvements, different device-based tasks - are also proposed. Lastly, we apply our results to a cost-benefit analysis of a current project in the Paris region PT.

Notre contribution cherche à mettre au jour la complexité qu'implique l'accompagnement d'une triple transition : 1) écologique, 2) démocratico-scientifique, 3) numérique. Notre parti pris a consisté à prendre au sérieux les compétences habitantes dans une démarche de recherche-action où le chercheur apprend en animant. Cette approche a permis d'observer un certain nombre de résultats et d'effets sur le territoire concernant les changements de pratiques dans le champ des mobilités durables. Toutefois, tant le manque d'équipement que le manque d'appétit pour les outils technologiques ont discrédité l'hypothèse que ceux-ci étaient indispensables à l'accélération de la transition mobilitaire. La transition s'est amorcée davantage grâce aux outils de l'innovation sociale et organisationnelle, proposant des services alternatifs qui reposent sur des ressources facilement accessibles (solidarité, pragmatisme, présentiel), et mobilisent une pluralité d'acteurs auparavant éloignés de la gestion urbaine. L'autre enjeu de notre contribution est de rendre compte de notre expérience du point de vue de la collaboration entre chercheurs issus des sciences sociales et des sciences de l'ingénieur. L'analyse des usages et des besoins de mobilité sur le territoire a révélé un faible appétit pour les nouvelles technologies. Enfin, nous sommes à ce jour confortés dans l'idée que cerner les besoins réels de l'habitant, utiliser les outils qui sont en adéquation avec ses pratiques quotidiennes - high tech or not - et l'inclure dans l'ensemble des phases de réflexions et d'action, est un gage de viabilité et de durabilité des solutions émergentes. Ainsi, nous ne pouvons pas sous-estimer le fait que cette approche ne permet pas de promouvoir des solutions nouvelles basées sur les technologies et qu'elle s'inscrit en marge des processus habituels d'innovation, notamment ceux basés sur la concurrence, la confidentialité ou encore la disruption. Pour analyser nos urbanités complexes, liquides (Bauman, 2000), où les individus adoptent toujours plus d'outils technologiques au quotidien, l'interdisciplinarité semble la seule voie scientifique censée. Toutefois, notre expérience nous amène à questionner la faisabilité autant que la cohérence d'une approche qui mêlerait la participation du public comme engagement éthique de la recherche (Dewey et Rogers, 2012) et l'avènement des territoires intelligents comme projet scientifique et politique, tant l'expression des besoins, ici en termes de mobilité et sur le territoire de la commune de Loos-en-Gohelle, s'expriment à rebours du champ technologique.

International audience; From a discussion about the mathematical properties of metrics, we identify three fundamental characteristics of distance, which are optimality, detour and break. We then explore the implications of these properties for transport planning, urbanism and spatial planning. We state that distances contain the idea of optimum and that any distance is associated to a search for optimisation. Pedestrian movements obey this principle and sometimes depart from designed routes. Local sub-optimality conveyed by public transport maps has to be corrected by interventions on public space to relieve the load on central parts of networks. The second principle we state is that detour in distances is most often a means to optimise movement. Fast transport systems generates most of the detour observed in geographical spaces at regional scale. This is why detour has to be taken into account in regional transport policies. The third statement is that breaks in movement contribute to optimising distances. Benches, cafés, pieces of art, railway stations are examples of the urban break. These facilities of break represent an urban paradox: they organise the possibility of a break, of a waste of time in a trip, and they also contribute to optimising distances in a wider network. In that sense break should be considered as a relevant principle for the design of urban space in order to support a pedestrian oriented urban form.

Mobility4EU is a Coordination and Support Action of the European Commission started in January 2016 and lasting for 3 years, until 31 December 2018. The project will deliver a vision for the European transport system in 2030 and an action plan including a roadmap to implement that vision. The work towards that vision and action plan is based on the identification and assessment of societal challenges that will influence future transport demand and supply and the compilation of a portfolio of promising cross-modal technical and organisational transport solutions. The entire process from studying trends and options for solutions, developing a vision and finally the action plan are organized within a structured participatory approach that focuses on user-centeredness and that aims to engage a broad stakeholder community into the consultation processes. A further goal is to build a European Transport Forum that continues the work beyond the project duration and works on complementing the action plan. The present document reports on the results of researching trends and societal drivers impacting mobility demands and transport in Europe until 2030.

National audience; Cet article présente une analyse de la connectivité des villes françaises en utilisant des mesures du "potentiel de contact" des villes. Une illustration des effets à attendre de la réalisation de la ligne TGV tours-Bordeaux est présentée.

Triangular inequality is one of the four mathematical properties of distance. Its respect derives from the optimal nature of the measurement of distance. This demonstration (L'Hostis 2016, 2017) reveals key aspects of distances and geographical spaces. We develop this argument by investigating the idea of the optimality of distance through a mathematical and geometric discussion, and by dealing with empirical approaches to applied geography.The first part of the paper explores the consequences of considering that the mathematical property of triangle inequality is always respected. In fact, no violations of triangle inequality are observed in geographical spaces. The study of the optimality of distances in empirical approaches confirms the key role of the property of triangle inequality. The general principle of least-effort applies for most movements and spacings. In addition, however, trajectories with multiple detours, like those of shoppers, runners and nomads, are optimal from a certain point of view. This is also the case for excess travel, i.e. a situation of disjunction between an optimum as perceived by a person in movement and an optimum as perceived by an external observer. Any movement, any spacing within and between cities and in geographical space in general, exhibits a form of optimality, and all geographical distances are optimal. L’inégalité triangulaire est une des quatre propriétés mathématiques de la distance. Son respect découle du caractère optimal de la mesure de la distance. Cette démonstration (L’Hostis 2016, 2017) révèle des aspects clés des distances et des espaces géographiques. Nous développons cet argument en investiguant l’idée de l’optimalité de la distance au travers d’une discussion mathématique et géométrique, et en traitant des approches empiriques de la géographie appliquée.La première partie de l’article explore les conséquences du fait de considérer que la propriété mathématique de l’inégalité du triangle est toujours respectée. De fait, aucune violation de l’inégalité triangulaire n’est observée dans les espaces géographiques. L’étude de l’optimalité de la distance dans les approches empiriques confirme le rôle clé de la propriété de l’inégalité triangulaire. Le principe général de moindre effort s’applique pour la plupart des mouvements et des espacements. De plus, les trajectoires comportant de nombreux détours comme celles des chalands, des coureurs à pied et des nomades, sont optimales d’un certain point de vue. C’est aussi le cas pour l’excès de déplacement, c’est-à-dire une situation de disjonction entre un optimum perçu par une personne se déplaçant et un optimum perçu par un observateur extérieur. Tout mouvement, tout espacement dans et entre les villes, et dans l’espace géographique en général, traduit une forme d’optimalité, et toutes les distances géographiques sont optimales. La desigualdad triangular es una de las cuatro propiedades matemáticas de la distancia. Su cumplimiento deriva de la óptima medición de la distancia. Esta demostración (L’Hostis, 2016 y 2017) revela elementos esenciales de las distancias y espacios geográficos. Desarrollamos este argumento investigando la idea de una optimización de la distancia a partir de una discusión matemática y geométrica, y considerando enfoques empíricos de la geografía aplicada.La primera parte del artículo explora las consecuencias del hecho en considerar que la propiedad matemática de la desigualdad del triángulo es siempre respetada. En efecto, no se observa una transgresión de la desigualdad triangular en los espacios geográficos. El estudio de la optimización de la distancia en los enfoques empíricos confirma el papel fundamental de la propiedad de la desigualdad triangular. El principio general de menor esfuerzo se aplica para la gran mayoría de los movimientos y espaciamientos. Además, si bien las trayectorias presentan numerosos desvíos como en los compradores, corredores y nómadas, son óptimas desde cierto punto de vista. También es el caso para el exceso de desplazamiento, es decir, una situación disyuntiva entre un óptimo percibido por una persona en movimiento y un óptimo percibido por un observador externo. Cualquier movimiento, cualquier espaciamiento en y entre ciudades, y en el espacio geográfico en general, se traduce en una forma de optimización y todas las distancias geográficas son óptimas.

no abstract

no abstract

Dans les villes européennes d'aujourd'hui, la tendance à la périurbanisation et le fait que la forme urbaine est de plus en plus polycentrique, conduisent à penser le développement urbain dans un cadre plus vaste. Dans la construction des régions urbaines, il est intéressant d'examiner dans quelle mesure le réseau de transport ferroviaire constitue ou pourrait constituer l'armature principale à partir de laquelle s'organise le système de transport alternatif à l'automobile. C'est dans ce contexte que le programme Bahn.Ville vise à étudier le renforcement ou la création d'une forme urbaine qui tire parti des potentialités du réseau de transport ferroviaire, à améliorer l'articulation des interventions sur de multiples domaines - foncier, renouvellement urbain, transport, déplacements, services - qui concourent à la production de la ville. Le programme Bahn.Ville intitulé " Urbanisme orienté vers le rail et intermodalité dans les régions urbaines allemandes et françaises " est un ensemble de recherches et de recherches actions qui s'est présenté en deux phases principales, inscrites dans le cadre de la coopération bilatérale DEUFRAKO. Une première phase intitulée Bahn.Ville 1 s'est déroulée de 2001 à 2004 et a mis à jour un ensemble de principes et de conditions favorables à une meilleure articulation entre urbanisme et réseaux ferroviaires en s'appuyant sur une analyse de cas en France et en Allemagne autour de lignes ferroviaires revitalisées (Pretsch et al. 2005). Après une période intermédiaire de recherche de sites et de partenariats locaux le projet Bahn.Ville 2 a été mené de 2007 à 2010 avec le double objectif d'affiner les enseignements de Bahn.Ville 1 et de tester leur mise en œuvre sur les terrains de deux régions urbaines : l'une française autour de la ligne St-Etienne-Firminy, l'autre allemande focalisée sur la Taunusbahn de la région de Francfort (Wulfhorst 2007). Le chapitre présente une synthèse des deux projets allemand et français pour caractériser un projet d'urbanisme orienté vers le rail. Les enjeux de la thématique sont ensuite discutés, notamment en lien avec le film de C Lallier sur le sujet et avec les indications issues de la conférence international BUFTOD organisée en 2012.

The CLOSER project has been set to analyse the interfaces and interconnectionsbetween long distance transport networks and local/regional transport networks of allmodes. The project is funded within the Seventh Framework Programme of theEuropean Commission, under the topic TPT-2008.0.0.13 “New mobility/organisationalschemes: interconnection between short and long-distance transport networks”.The objective of WP5 of CLOSER is to accomplish in-depth case studies to deepenand validate the understanding of results obtained in Work packages 2, 3 and 4. Thiswill be achieved by:- Developing a joint assessment and evaluation framework for the case studies,incorporating knowledge that has been obtained in WP 2, WP 3 and WP 4- Carrying out the case studies- Synthesising the results of the case studies in order to give inputs for thedevelopment of recommendations in WP 6.The deliverable at hand summarises the seven case studies that have been conductedin the CLOSER project: Leipzig-Halle airport (Germany) Armentiéres station (France) Oslo bus terminal Vaterland (Norway) Port of Helsinki (Finland) Thessaloniki port (Greece) Constantza port (Romania) Vilnius Airport (Lithuania)

The rules & roles of Public transportation in sustainable Communities in France & USA: French part, Le chapitre présente le cas français des politiques et des réalisations en matière de transport public et de ville durable. Après une présentation du contexte institutionnel une série d'études de cas est présentée.

Le projet de recherche franco-allemand Bahn.Ville, urbanisme oriente vers le rail et intermodalite dans les regions urbaines allemandes et francaises, a consiste a identifier les principes et facteurs de succes d’un urbanisme oriente vers le rail et de les tester sur un terrain d’experimentation, l’agglomeration de Saint-Etienne. Une des recherches-actions a consiste a identifier et a anticiper les impacts possibles en termes urbains d’un nouveau systeme de transport de type tram-train prenant appui sur une ligne existante. Un des criteres de la grille d’evaluation des nouveaux arrets envisages est l’impact de l’introduction d’un nouvel arret sur les temps de parcours futurs. Dans cet article, nous presenterons une methode de simulation des temps de parcours et nous nous efforcons d’en montrer l’interet et les limites vis-a-vis du choix du materiel ainsi que du choix de l’implantation de nouvelles stations.

63 p. Interest in cities is growing again in Europe. Theories of "growth poles" forgotten since the 1960s re-emerge, although in different form, without the idea of building new cities in the desert. Metropolitanisation, although sometimes difficult to grasp empirically, is recognized as a post-fordist phenomena, with a gain of the importance of large cities, linked to the increasing need for size-based agglomeration effect in the global, networked knowledge economy. And European policy makers are once again discussing the need of and the form for new urban policies at European (as witnessed by the above quote), but also at national scale. From the outset, this project has had two, complementary, but not always easily reconcilable orientations: provide a broad overview of the current and future issues relevant to urban development in all of Europe, advance scientifically beyond the established and well-known data and analyses, provide innovative research. As this report was elaborated in parallel to the new State of European Cities report to be published by DG Regio, we also aimed at complementarity with that report, not wanting to repeat the same analyses based on the same data. In this project, we, therefore, worked in three parallel strands. First, all teams went through the current literature to extract the knowledge about trends, perspectives and, most importantly, driving forces for urban development in their thematic fields. Second, each of the teams focused on one or two innovative empirical research questions, generally tapping new data sources. Finally, our scenario team has taken the work of the other teams, and substantially augmented it through additional literature review, aiming at covering an even larger horizon and to provide a complete knowledge base on urban development, necessary for integrated prospective thinking. On this basis the scenarios were developed. The structure of the report reflects these three strands, adding a fourth, new strand, which consists in an assessment of the current national policy visions on urban issues across Europe. Details of all the literature reviews and analyses are presented in the scientific report.

Transit oriented development has become in the recent years a topic of high interest both for researchers and for practitioners. The French-German project Bahn.Ville 2 has the objective of testing the principles of an urbanism orientated towards rail by implementation on two regional railway lines (St. Etienne – Firminy, Lyon metropolitan region as well as Taunusbahn, Frankfurt/Rhein-Main region). This paper is presenting selected results on - innovations in regional planning instruments in France (Schéma de Cohérence Territorial) and Germany (Regionaler Flächennutzungsplan) and their respective for a better integration of land-use and transport, - specific observations on neighborhood mobility in the station surrounding and propositions for high quality walking environments as well as - the potential of an observation tool designed to support public intervention on land-use and transport around stations. The results constitute three original contributions of the Bahn.Ville 2 project in the sense of the support sustainable mobility by an urbanism orientated towards rail.

International audience; On the one hand the present globalisation process has only been made possible through a reduction of time-distances allowed by high speeds, and particularly through the development of the air mode. On the other hand the metropolitanization process seen as the urban counterpart of globalisation is deeply associated with the development of air platforms. Understanding distances between places is a fundamental task for the geographer, while the representation of distances constitutes one of the major functions of cartography. Among the types of maps invented to represent time-space anamorphosis have been supplemented in the 1990's with time-space relief cartography. This paper proposes a representation of the time-space relief of the USA considering terrestrial and air modes. This last point constitutes a key innovation among this type of cartography, giving the possibility to build a representation of global time-space. The metaphors associated with the images proposed are then discussed evocating the shrinking, the crumpling and finally the shriveling of time-space. The shriveling metaphor renders account of the complicate contraction/dilatation movement that thigh speeds provokes on space and allows for a rich interpretation of the time-space relief map of the USA in the perspective of the processes of globalisation and metropolitanization.

EURFORUM's Strategic Research Agenda addresses research issues in the particular field of urban transport considering all transport modes and focusing on intermodality for both passenger and freight transport. Technology-oriented as well as policy-oriented research is considered. The focus is directed on urban issues, including the transport between an agglomeration and its surroundings. EURFORUM's SRA relies on the conviction that holistic and interdisciplinary research is the most adequate approach to solve the problems identified in the area of urban transport. Additionally, special attention is paid to urban mobility changes in newly associated States (EU-12). The overall objectives of EURFORUM are to better structure and to better coordinate European research on urban mobility for passengers and goods, by involving all relevant urban mobility stakeholders in the discussion.

Foreword Professor Vincent Renard Preface Michele Breuillard and Charles Fraser 1. The purpose and process of comparing British and French planning Michele Breuillard and Charles Fraser 2. Contemporary urban and regional changes and policy problems Stuart Farthing and Jean- Paul Carriere 3. Land Law, Land markets and Planning Matthieu Galey and Philip Booth 4. Institutional Frameworks and Planning Processes Michele Breuillard, Richard Stephenson and Stephane Sadoux 5. Actors and instruments for planning Philip Booth, Suzy Nelson and Didier Paris 6. Strategic Spatial Planning at the metropolitan level the cases of Manchester and Lyon Roelof Verhage, Mark Baker and Paul Boino 7. The European spatial development perspective and British and French spatial planning Alain Motte and Olivier Sykes 8. Policy for small towns in rural areas Jean-Paul Carriere, Stuart Farthing and Marie Fournier 9. The evolution of urban policy Gay Fraser and Florence Lerique 10. Financing Development Charles Fraser and Pascal Hoffmann 11. Public Private Partnerships in Urban Regeneration Hichem Trache, Howard Green and Florence Menez 12. Public Transport in Cities and Regions facing an uncertain future Reg Harman, Alain l'Hostis and Philipe Menerault 13. So near yet so far Michele Breuillard and Charles Fraser Biographical Notes on Contributors

25 p.; International audience; This paper presents an analysis of the pair formed by the association between a city and rail transport. It will examine the potential for the development of rail networks, the potential for urban development and the interactions between the two. In order to analyze the pair formed by rail transport and urban development, the types of coordination have been analyzed, with regards to sector of intervention and spatial, temporal, organizational and methodological aspects. Based on these general principles, the Bahn.Ville project has investigated experience of rail-oriented urban development in both Germany and France. It now remains to implement the lessons learnt from this project in the field, which is to be done on the Saint-Étienne-Firminy line, where the potential for rail-based development and renewal is considerable.; L'objet de cet article est d'exposer une approche du couple associant ville et transport ferroviaire. Le questionnement porte sur l'analyse des potentialités de développement des réseaux de transport ferroviaire, celle des potentialités de développement urbain, ainsi que celle de leurs interactions. Pour appréhender le couple associant transport ferroviaire et développement urbain, les formes de la coordination sont analysées en termes de secteurs d'intervention, de spatialité, de temporalité, ainsi qu'en termes organisationnels et méthodologiques. En prenant appui sur ces principes généraux, il a été possible d'étudier, dans le cadre du projet Bahn.Ville 1, des expériences d'urbanisme orienté vers le rail menées en Allemagne et en France. Les enseignements de ce projet doivent maintenant faire l'objet d'une mise en œuvre sur le terrain. La ligne ferroviaire Saint-Étienne-Firminy qui possède de fortes potentialités de développement et de renouvellement urbain en lien avec le mode ferré a été choisie à cet effet.

14 p.; International audience; A metropolis is an urban entity that exerts an external influence, to which efficient fast transport contributes. As air and high speed rail transport are both effective for long distance journeys they feature among the modes that characterize metropolises. This paper attempts to measure the accessibility benefits that accrue from the combination, as opposed to the mere juxtaposition, of these two fast modes. This analysis supplements that which is frequently found in the literature when dealing with metropolises. The intermodal approach shows that the combination of the two modes makes a decisive contribution to Lille's accessibility and the possibilities available for long distance travel.; Une métropole est un organisme urbain qui exerce un rayonnement externe, auquel contribue la maîtrise des modes de transport rapides. Le mode aérien, ainsi que le TGV, par leur pertinence sur les longues distances, font partie de ces modes de transport marquant la métropole. La présente contribution vise à mesurer les bénéfices, en termes d'accessibilité, de l'articulation des deux modes rapides, fer à grande vitesse et aérien, et pas seulement de leur juxtaposition. Il s'agit de compléter les analyses que l'on trouve habituellement dans la littérature pour qualifier et quantifier le fait métropolitain. L'approche intermodale montre que l'articulation des modes signifie, pour la métropole lilloise, une contribution décisive en termes d'ouverture et de projection à longue distance.

This chapter presents an analysis of transport services in the context of regional transport planning. It proposes to use specially designed accessibility indicators, which allow to really apprehend the quality of the services supplied to different segments of the population and help to assess alternatives solutions. The methodology is applied to the case of Lille as a region capital, and in particular to its main stated objective of enabling people to reach the region capital in less than one hour from the major surrounding urban centres. The improvement of accessibility may be classically measured in many ways, especially using GIS techniques. Nevertheless, the classical accessibility indicators do not provide a correct measurement of the travel times through a scheduled transport system. The railway service architecture –the way omnibuses and expresses are associated in the transport supply– and the intramodal transfers cause strong bias in the usual measurements of the travel times. Moreover, the travel demand is strongly constrained by the daily urban rhythms and the location of the major traffic attracting activities. These are the source of difficult peak hours traffics to which transport supply should be better adapted. To deal with these problems, new accessibility measurements are proposed, which use scheduled graph modelling. They integrate the full information of transport time-tables of the regional rail transport system in order to model the transport supply of a usual week day. The accessibility measurements produced by this model provide an assessment of the way the transport system can address the spatial planning policy objective of setting the major regional urban centres within one hour of Lille.

Great Britain, with a rail network disadvantaged by half a century of underinvestment, is about to introduce high speed trains. A first project, using tilting trains on the major rail link of the country between London, Manchester and Glasgow, is based on a deep modernisation of the existing infrastructures. The other project consists in building a new line between London and the Channel tunnel, that extends the European high speed rail network. Nevertheless, these improvements were not obtained through exclusive private funds as the government expected it in privatising the rail system, and the slow modernisation occurs with heavy public subsidies. From a spatial point of view, the new high speed rail line, introducing new connexions at the national and international but also regional scales, contributes to a recomposition of the Great Britain's rail geography., La Grande-Bretagne, au réseau ferroviaire marqué par un sous-investissement chronique depuis plus d'un demi-siècle, est aujourd'hui en passe d'introduire des trains à grande vitesse sur son territoire. Un premier projet, qui vise à faire circuler des trains pendulaires sur la principale artère ferroviaire du pays, entre Londres, Manchester et Glasgow, repose sur une modernisation profonde des infrastructures existantes. L'autre projet de grande vitesse consiste dans la construction d'une ligne nouvelle entre Londres et le tunnel sous la Manche dans le prolongement du réseau européen. Pourtant, ces évolutions n'ont pas été obtenues avec le seul recours au secteur privé comme l'escomptaient les gouvernements qui ont libéralisé le système ferroviaire, et la lente modernisation s'opère à l'aide d'importants fonds publics. Du point de vue spatial, le projet de ligne nouvelle à grande vitesse, porteur de nouvelles connexions aux échelles nationale et internationale, mais aussi régionale, participe à la recomposition de la géographie ferroviaire britannique., Menerault Philippe, L'Hostis Alain. Projets de grande vitesse ferroviaire en Grande-Bretagne : lignes ou réseau ?. In: Hommes et Terres du Nord, 2002/3. La Grande-Bretagne dans le nouveau siècle, sous la direction de Michèle Breuillard et Didier Paris. pp. 43-54.

A 3-D representation of space time is built using a comparison of a distance rate between several means of transport as a starting point. On this 3-dimensional complex surface, space distortions due to fast transport networks can be seen., À partir d’une comparaison des vitesses de parcours sur plusieurs modes de transport, on construit une représentation en relief de l’espace-temps. On peut visualiser, sur cette surface complexe en trois dimensions, les distorsions de l’espace provoquées par les réseaux de transport rapides., A partir de una comparación de velocidad de recorrido con diferentes medios de transporte, se ha construido una representación en relieve del espaciotiempo. Se puede visualizar, en esta superficie completa en tres dimensions, las distorsiones del espacio provocadas por las redes de transporte rápido., L'Hostis Alain. Transports et aménagement du territoire: cartographie par images de synthèse d’une métrique réseau. In: Mappemonde, 1996/3. pp. 37-43.

The CLOSER project has been set to analyse the interfaces and interconnections between long distance transport networks and local/regional transport networks of all modes. The project is funded within the Seventh Framework Programme of the European Commission, under the topic TPT-2008.0.0.13 “New mobility/organisational schemes: interconnection between short and long-distance transport networks”. The goal of WP3 of CLOSER is to establish a set of core indicators that reflect the most crucial issues connected to interfaces between short and long-distance transport networks, both for passenger and freight transport. This includes the creation of a structured representation of these interfaces, determination of core indicators, and the assessment of usability of the core indicators. CLOSER WP3 has produced two deliverables, of which the current document is the second. The first deliverable “Interconnections between short and long-distance transport networks: Structure of interface and existing indicators” (Andersen et al., 2010) contained a review of existing indicators related to interfaces between long and short-distance freight and passenger transport.The aim of this document is to structure the interconnections between short and longdistancetransport networks. This in particular includes:- Establishment of selection criteria to choose core indicators- Selection and validation of core indicators and new indicators- Set of typologies of interfacesThe document also presents the results of the WP3 workshop arranged in Lille on May 24, 2011.

This chapter outlines the main aspects of British and French transport policies, especially for urban and regional public transport, against this background. The first section reviews the development of major transport policy instruments in recent years. Following sections consider some specific aspects, including the roles of regional agencies and local authorities, the links between transport and spatial development, and the administration of public transport. Each section contains a brief review of the British and French approaches and some comparative remarks. A concluding section draws out some key points of similarity and difference.

This paper focuses on the description of societal trends related to mobility and on the way that these trends can be perceived from the society, when implemented

Understanding the distance between places is a fundamental task for the geographer, while the representation of distances constitutes the primary function of cartography. This is why a time-distance representation is a critical tool for the contemporary geographer. Among the types of maps introduced to represent time-space, anamorphoses were supplemented with time-space relief cartography in the 1990s. In one aspect, globalization has been made possible primarily through a reduction in time-distances, which are allowable by high travel speeds, particularly through the development of air transportation. However, the metropolitanization process, which is seen as the urban counterpart of globalization, is deeply associated with the development of air connection platforms. Both phenomena are intrinsically linked with the formation of distance, specifically with time-distances.

In the domains of geography, urban development and spatial planning, graph theory is used to tackle questions arising in the field of networks (whether they are transport and communication or even social networks). Since graph theory is particularly adapted to the modeling of transport networks, the representation of the network graph may constitute an investigative direction that can answer the difficult question of the representation of distances. In the chapter several methods for the representation of distances are exposed and discussed with a particular focus on time-space relief cartography.

À partir d'une comparaison des vitesses de parcours sur plusieurs modes de transport, on construit une représentation en relief de l'espace-temps. On peut visualiser, sur cette surface complexe en trois dimensions, les distorsions de l'espace provoquées par les réseaux de transport rapides.

International audience; Afin de répondre aux enjeux actuels et futurs du développement urbain, l'idée d'un urbanisme orienté vers le rail (Pretsch et al. 2005) constitue une piste de réflexion et d'action dont le potentiel mérite d'être étudié. En regard de l'évolution historique du système urbain, le rail a joué un rôle structurant, qui se manifeste aujourd'hui sous la forme d'un héritage constitué par un réseau d'infrastructures et de services et par un ensemble d'espaces industriels en reconversion. Cet héritage, aujourd'hui pris dans une forme urbaine remodelée par l'automobilité (Mangin 2004), comporte deux atouts pour le développement urbain. En premier lieu le rail représente un système de transport dont la portée est cohérente avec les distances vécues dans les bassins de vie des ensembles urbains actuels. En second lieu, les espaces libérés par le redéploiement industriel des métropoles constituent un potentiel pour la croissance de la ville sur elle-même. Envisagé dans la dynamique du couple ville-transport, ce potentiel de croissance forme une alternative à l'extension périphérique des villes, engendrant une forme urbaine qui suppose l'usage presque exclusif de la voiture et qui entre en compétition avec des usages agricoles redevenus aujourd'hui stratégiques. Cette alternative du modèle urbain suppose de retrouver un rôle structurant pour les modes de transport en commun, structurant tant pour la forme urbaine que pour les déplacements des habitants.

Au sein de la thématique des interactions entre urbanisme et transport nous présentons ici à quelques éclairages donnés par le projet franco-allemand Bahn.Ville " Urbanisme orienté vers le rail et intermodalité dans les régions urbaines allemandes et françaises " réalisé dans le cadre de la coopération bilatérale DEUFRAKO.