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This paper revisits multiple-airport systems from a noise pollution perspective. It aims to investigate the contradictions between the ( re )development of an older airport located close to the core city, despite the existence of newer airports on the one hand and noise pollution issues on the other hand. Case studies include Tokyo, Shanghai, Paris, Milan, Houston and Rome. Quantitative analysis shows that traffic patterns are more diverse than previous classifications. The qualitative analysis highlights the factors inherent in these patterns, which include passengers' preference for shorter access/egress journeys; inconsistent public policies (older airport not closed, a lack of effective rules for distributing air traffic among airports, permissive land planning and relaxing operational restrictions); low-cost airlines’ network strategies; and high-speed rail/air service integration.

This chapter first investigates the geography of actual rail transport worldwide. In doing so, we set up a typology based upon network- and traffic-related indicators per country, with special attention paid to the distinction between passenger and freight traffic. Then the chap-ter covers the factors that explain the geography of infrastructures and traffic, taking into account historic factors that may have come into play a long time ago, given that many actu-al lines were built a considerable time ago. As the chapter elucidates, rail transport is shaped by physical geography, geo-economic factors, the shape of urban systems, intermodal com-petition in line with distances, railways logics, and the importance of network effects and political factors., info:eu-repo/semantics/published

Aviation seasonality has been acknowledged for a long time, but no global picture is available. Our paper fills this gap by conducting a worldwide analysis of monthly passenger air services at the airport level, and discussing factors that shape this temporality. Our study found that 36% of airports worldwide (accounting for less than 12% of seats) experience a significant degree of seasonality, and that larger airports are less affected. On the one hand, diverse travel purposes related to larger cities, hubbing, physical geography, remoteness and appropriate weather throughout the year induce stable seat capacity. On the other hand, climate profiles and institutional factors are key factors of peaks. Aviation seasonality has impacts for airport funders and managers, regional development and scholars.

This article explores the interactions between the French cities from a multi-dimensional and multi-scale approach. Most of the time, these relations are analyzed in a segmented way, focusing solely on one dimension among a multifaceted reality. To take into account the great diversity of exchanges, we simultaneously consider several types of inter-city links, reflecting individual mobility, economic relations and scientific partnerships, on which we apply flows selection methods and a scoring approach. These methods also allow distinguishing several interdependent scales of territorial dynamics: first, twenty six local urban systems are identified. Comparisons between these systems are conducted according to their more or less polarized organization and to the nature of the flows within these systems. On the other hand, the horizontal relations between regional urban centers are analyzed taking into account the range and diversity of interactions and also according to the way local and regional urban systems connect to each other. Finally, relations with Paris are highlighted depending on the specialization of these links and the size of the cities involved.

This paper investigates the changes and current patterns of domestic passenger airline networks in South Africa, considering routes operated and volumes of seats supplied by carriers. This market was liberalised in 1991 and the new market-oriented policy was not challenged by the post-apartheid regime. Flag-carrier South African Airways (SAA) has lost its virtual monopoly, and thus significant volumes and market share, although its decrease is smaller if one considers its regional affiliates and subsidiary. Conversely, low-cost airlines have literally boomed, while British Airways has penetrated the market through a franchise agreement with Comair. Route networks by airline show various patterns. The low-cost carriers tend to concentrate on South Africa’s Golden Triangle, while SAA regional affiliates mostly serve thin routes without competitors. Furthermore, the rise of low-cost airlines has led to the utilisation of a secondary airport in Johannesburg, the only African city with a multiple-airport system. Finally, our results are interpreted in light of South Africa’s geography, intermodal options and social-political issues., info:eu-repo/semantics/published

The potential impacts of Brexit on transportation have been discussed to some extent, mostly considering the economic shock as a main factor that would affect the volume of passenger and cargo flows. However, one should also consider the expected impact in terms of regulatory regimes. This specifically concerns aviation, traditionally a tightly regulated market that was extensively liberalised by the European Union. In this note, the worst scenario is tested. Namely, UK airlines would not operate services between or within third countries anymore, and non-UK airlines could only link the UK to their home country. This leads to the concept of “vulnerable” air services, which are mapped at the airport level. The likely consequence is that a myriad of regional airports would be affected, especially in Poland, but also in various tourist areas. In addition, several larger airports and the secondary airports of large cities would also be significantly affected, especially London Stansted., SCOPUS: ar.j, info:eu-repo/semantics/published

Since high-speed rail (HSR) is designed primarily to connect large cities, it challenges how smaller cities en-route are still going to be serviced by rail. Scholars have focused mainly on cities bypassed by HSR that have experienced a decrease in conventional rail services or on how several smaller cities have nevertheless been able to secure appropriate facilities to be served by high-speed trains in the context of compromises between HSR travel time and political pressures. Indeed, local and regional authorities often do their best to secure specific rail infrastructures to accommodate HSR services. However, in their euphoria they usually forget to consider HSR operations. Yet it is the services supplied (routes, frequencies and timetables) that ultimately determine the utility of HSR for those smaller cities, and the real possibility of being connected to other cities. In this context, this paper complements the existing literature by revisiting the case for smaller en-route HSR cities through a service-oriented perspective. We examine four European case studies and find that cities that initially succeed in securing HSR infrastructure may still be bypassed to some extent. Reasons include intermodal competition based on travel time, insufficient potential markets for train companies seeking higher revenues and rail stations not being designed appropriately.

This paper questions the main techniques of mapping in the context of aircraft noise in the vicinity of airports, and compares these techniques in terms of their purpose, benefits and limitations. Then the paper describes a method to summarise radar traces of a given air transport departure or arrival route into a median route and its envelope containing 80% of flights. This makes it possible to map global and easy-to-read maps of current air procedures around airports based on actual pathways flown by the aircraft. It also makes it possible to investigate the impact of change in aeronautical procedures on the actual geography of air routes around airports. Such maps complement noise contour maps and offer a good basis for debating aeronautical procedures at airports whose operations expose the population to noise.

Unlike income or relative prices, air transport attributes and tourism demand on a given route can be endogenous. Using instrumental variables, this study attempted to account for the circular causality in estimating the effect of direct air service on tourism demand. Although we found evidence of endogeneity, the nature of the circular causation is context-specific; while direct air service can be regarded as an exogenous variable in one direction, it can have an endogenous relationship on the other. Findings emphasise the need to explicate information about the network nature of transportation and its endogenous relations with tourism.

Low-cost carriers (LCCs) are assumed to adopt a certain business model in which an important element is the concentration of services at secondary and regional airports. Yet, evidence suggests that increasingly LCCs also establish themselves in what can be considered the major airports. This raises the question of whether LCCs are changing their business model and adopting practices associated with the traditional, incumbent airlines, and if so what might cause such change. Based on categorization of airports and using OAG flight data the US and European markets are investigated. Focusing on several LCCs, with more attention given to Southwest and Ryanair, their profile of operation with respect to the type of airports used is analysed for a period of between 15 and 25 years and up to 2015. The results clearly indicate that LCCs are increasing their operations from major airports, while generally continuing their growth and expansion strategy. The main implication of which is the increase in direct competition between LCCs and traditional airlines while the impacts of this change on the smaller airports are not clear yet and need to be investigated further.

Air Transport – A Tourism Perspective is the first volume of the new Elsevier series on Contemporary Issues in Air Transport, providing a comprehensive analysis and rigorous insights on the current complexities, synergies, and conflicts within air transportation and tourism.Good air accessibility is a fundamental condition for the development of many tourist destinations. At the same time, the growth of tourism is essential for the well-being of airlines and airports. Air Transport – A Tourism Perspective provides a balanced, comprehensive, contemporary, and global analysis of the topic, thoroughly examining the links between theory and practice. The book offers readers a multisector global perspective on the practical implications of the linkages between air transport and tourism.The book uses a novel approach by systematically exploring the successive stages of the tourist trip—investigating reasons for flying and travelling decisions; the airport experience; airline industry structures, competition and regulation; and air transportation and destination interrelationships—providing a full appreciation of the critical issues of air transportation and tourism. The book explores current and salient debates on such issues as the influence of travelling for various motives, the role of charters versus low cost carriers, public subsidies to support airport development, and much more.

Investigating the determinants of air passenger traffic has become commonplace. In contrast with most previous publications, this paper investigates these determinants in an emerging country, Turkey, at the provincial level between 2004 and 2014. We find that GDP/capita, population, distance to alternative airports, tourism, leading cities, and international migrations all support more air traffic. Furthermore, market concentration is associated with less traffic, and the presence of academics with more traffic. Mapping models’ residuals suggest catchment areas, surface transport options, domestic migrations and (geo)politics could also matter. Accordingly, it appears the determinants of Turkey’s air passenger traffic do not differ from those of developed economies. The results also suggest new airports should be built based on the aforementioned factors., info:eu-repo/semantics/published

On est d’emblee seduit et intrigue par un titre principal – « Silence on vole » – qui sonne fort bien et un sous-titre qui rappelle combien la problematique abordee est d’actualite. Cet ouvrage est ecrit par deux docteurs en Sciences appliquees qui enseignent l’acoustique (le premier a l’Universite libre de Bruxelles et au Conservatoire royal de Liege, le second a l’Universite catholique de Louvain) et ont co-fonde la societe Free Field Technologies, qui se presente comme l’un des leaders mon...

Comparing air service growth in Amsterdam and Brussels, this paper aims to understand how the strategies of airlines and public authorities allow certain medium-sized cities to succeed in exceeding their local market by connecting passengers, while others do not. In contrast to Brussels, Amsterdam has become one of the most air serviced European cities, reaching a highly disproportionate level of service given both its size and its airport catchment area. Amsterdam has reached its rank thanks to a successful, global hub-and-spokes strategy led by KLM and its partners. Such a success story would have been impossible without support from the State pursuing the expansion of numerous, liberal bilateral air service agreements and a regional development strategy which facilitated the expansion of Amsterdam Schiphol airport in the 1990s. Finally, this paper shows how public and corporate governances might be able to convert themselves to the rules of the market economy.

Scholars and experts in air transport generally assume the distance flown between airports is the shortest route (also known as the great-circle distance or the orthodromic route). Howev-er, in the real world, planes follow longer itineraries. This paper reviews the factors of de-tours, based on interviews with pilots and experts in air navigation. Factors relate to (1) technical constraints, (2) natural processes (including meteorological conditions) and obsta-cles, (3) geopolitical factors and (4) social factors, which are all explored in this paper. Their temporary vs. permanent and spatial impact (small vs. long detours) varies signifi-cantly among factors and among cases, as well as their avoidable nature. Appropriate poli-cies could lower detours. In addition, these results echo academic debates on the meaning of distance., info:eu-repo/semantics/published

Modal choice is determined by a whole range of factors that are interrelated to a larger or smaller extent. It is often the result of a very compound choice process that can take place consciously or unconsciously and that includes objective as well as subjective determinants. Despite its significance in our daily life, there is no uniform way to define and analyze the concept of modal choice. The aim of this review is to fill this gap by elaborating a common modal choice definition and by providing a comprehensive review on the concept of modal choice through linking it to Kaufmann's motility concept. By doing so, this review will not only contribute to an improved knowledge on different modal choice determinants and their interdependencies, but can also assist to the understanding and modeling of modal choice decisions. The review can therefore help increasing the effectiveness of policy measures taken by environmental, urban and transport policy makers.

Purpose This chapter provides a critical discussion of air to rail mode substitution. Environmental impacts, intermodal competition and integration are considered, examining advantages and disadvantages as well as opportunities and constraints. Originality Both operation and life-cycle analysis perspectives show that high-speed rail (HSR) is much ‘greener’ than air transport (per seat-km or per passenger-km) provided that the former achieves high load factors and the latter lower load factors and that freed runway capacity is not reused. HSR travel time is its main competitive advantage against air transport, and a 600-km flight is arguably the current limit for robust intermodal effects. Findings The potential for air–HSR integration at the airport relies on various service, business and technical constraints. Even when it is successful, its environmental benefit appears to be marginal, if not negative, if airport capacity is reused for longer flights. In the current context, such integration appears more like a business opportunity for airlines, airports and train operators rather than a sustainable option. Yet the environmental benefit of integration may be larger within potential integrated transport policies.

Automobile traffic causes a decrease in the surface mass transport’s effectiveness in Brussels as in other cities. In economic terms, this corresponds to lower returns and productivity for the operator. This article documents economically– in terms of direct costs – and geographically how road traffic slows down the region’s urban buses and trams. Such a computation appears to be unprecedented, although it offers a different way to state the problem of financing public transport and of analysing the conflict between automobile transport and mass transport. The aggregation of spatially and temporally fine data enables the authors to conclude that at least 18% of the supply’s production cost serves only to offset these running delays. Moreover, a detailed map of service along the various routes that allows for the frequencies of the vehicles’ runs reveals the trouble spots where urgent action is necessary and shows that creating exclusive rights of way is not enough.

Dans un contexte où de nombreux réseaux de transport collectif nécessitent une amélioration de leur efficacité, les systèmes d'aide à l'exploitation (SAE) sont potentiellement d'une grande aide pour l'analyse géographiquement détaillée des conditions de circulation des véhicules de transport collectif de surface (tramways et autobus). Le présent article illustre ce fait au travers du cas bruxellois. De l'extraction de données brutes à la production de cartes à l'échelle très fine des segments inter-arrêts, en passant par la définition d'indicateurs concernant tant l'exploitant que les usagers, nous présentons ici une démarche qui se veut exhaustive et détaillée, tant d'un point de vue quantitatif que géographique, et utile d'un point de vue opérationnel. Many public transport networks require an improvement of their efficiency. Vehicle scheduling control systems (VSCSs) are potentially an important assistance for analysing tramway and bus traffic conditions on a disaggregated geographical level. We applied this in the case of Brussels. Indeed we present a comprehensive methodology including data extraction, definition of indicators concerning public transport companies as well as users, and production of a fully disaggregated cartography at the inter-stops level. We aim at being exhaustive and detailed, both in quantitative and geographical terms, and useful in an operational perspective.

Les obligations de service public (OSP) ne comptent que marginalement dans l’offre aérienne européenne. Cependant, certaines régions seraient largement, voire totalement, dépourvues de desserte aérienne en l’absence de ce mécanisme de soutien. La géographie des OSP ne suit aucune logique européenne dans la mesure où la compétence est du ressort des États membres. Elle correspond plutôt à un mélange d’activisme (local ou national) et à la réactivité de la clientèle. Une analyse du cas français montre que les OSP contemporaines correspondent à une géographie renouvelée par rapport aux lignes subventionnées durant les années 1970 et 1980. — A geography of public air services in Europe.— Public service obligations (PSO) play only a marginal role in European air transport supply. However, some regions would be largely, if not completely, devoid of an air service without this support mechanism. The geography of PSOs does not follow an EU logic because Member States are competent in this field. It reflects a mix of (local or national) activism and public responsiveness. A focus on the French case shows that today’s PSOs reflect a remodelled geography in comparison to the subsidised air links of the 1970s and 1980s.

This paper presents a comprehensive analysis of air services dynamics during the recent economic crisis. Through a regression analysis, we show that at the country scale, the change in the supply of seats is highly dependent on economic growth, confirming the cyclical nature of the air sector. Hence the crisis of air services has much more affected the USA, Europe and Japan than the rest of the world. However, many countries deviate from this general trend. In a second step, using the existing literature, we explain some of these deviating figures. National specificities and airline strategies seem to influence the intensity of the crisis. We argue that the intensity of the crisis in the US is due to the structural oversupply of the air sector. Through other cases, especially the Middle East, we show that hubbing strategies might reduce the impact of the crisis, or at least make it less dependent upon local economic dynamics. In contrast with other authors, we found no positive impact of the share of low-cost carriers on the supply during the crisis, despite their success in some specific contexts like between Europe and Morocco.

Si Bruxelles est dotée de trois lignes de métro, force est de constater que les relativement faibles densités de population ne permettent pas, toutes choses étant égales par ailleurs et compte tenu des moyens financiers disponibles, d'envisager une couverture de l'ensemble de la ville par ce mode de transport. Toutefois, la question se pose de savoir si une forte augmentation de la part de marché du transport collectif n'imposerait pas, de par le simple volume de voyageurs à transporter, l'extension du réseau de métro, ce mode étant doté d'une capacité de transport dépassant largement celle des bus, tramways et VAL à petit gabarit. Pour tâcher de trouver une réponse à cette question, nous avons simulé le fonctionnement d'un réseau rapide, circulant principalement en surface, mais avec de très bonnes performances, en imposant des parts de marché élevées pour le transport collectif, que l'on pourrait atteindre si les pouvoirs publics régulaient le choix modal dans une optique environnementaliste. Les résultats permettent de conclure que des tramways fréquents et de grande capacité sont dans ce cadre en mesure d'absorber la demande. Nous trouvons en outre que, dans le contexte bruxellois doublement favorable au tramway réseau existant largement récupérable et coût d'implantation plus faible qu'en France , un réseau de dix-sept lignes de tramways rapides pourrait être mis en place pour le coût d'investissement d'une ou deux lignes de métro souterrain à grand gabarit et un coût d'exploitation de même ordre de grandeur que celui du réseau actuel. Ces résultats interpellent directement les pouvoirs publics qui ne parviennent pas à s'entendre sur le fait de rendre efficace le réseau de surface, alors même qu'ils n'ont pas les moyens financiers de doter la capitale belge d'un vaste réseau de métro. Although Brussels has three metro lines, it has to be accepted that the city s relatively low population densities mean, all other things being equal and in the light of the available financial resources, that it is unrealistic to imagine that the entire city could be covered by this mode. However, one can wonder if a large increase in public transport market share would not require, merely by virtue of the number of passengers to be transported, the extension of the metro network, as the capacity of this mode is far greater than that of buses, trams and the small-gauge VAL . In order to attempt to answer this question, we have simulated the operation of a high-speed, very high performance, mainly surface network, while imposing high market share for public transport which could be achieved if the public authorities regulated modal choice on the basis of environmental criteria. Our results lead us to conclude that frequent high-capacity tram services would be able to cope with the demand. Furthermore, we have found that, in the context of Brussels which is favourable to trams in two respects there is an existing network which could by and large be reutilized and installation costs are lower than in France a seventeen route high-speed tram network could be set up at the same capital cost as one or two underground wide-gauge metro lines and with an operating cost that is of the same order of magnitude as that of the existing network. These findings directly concern the public authorities who are unable to reach agreement about making the surface network efficient although they lack the resources required to equip Belgian capital with a large metro network.

The mathematical modelling of human behaviours is extremely common in both theoretical and applied transport studies. This paper begins with an attempt to demonstrate the limits which apply to the reconstruction of a human reality (in this case an origin-destination matrix) by means of a straightforward and commonly used model, the gravity model. These limits stem from the fact that economic, social and political factors and historical aspects are ignored. The reasons for the prevalence of models in transport studies are then discussed as are the consequences of this prevalence: perpetuation of a view of the operation of society which is far from being without political implications, the surrender of the political community to experts, pseudo-scientific justifications for projects for which politicians do not wish to take responsibility.

This paper examines the determinants of air traffic volume in the major European urban regions, highlighting those that depend on the metropolitan features of cities. We used homogeneous urban and airline data that make international comparisons possible. We found that GDP, the level of economic decision-power, tourism functions, and the distance from a major air market account for more than two-thirds of the variation in air service. This seems to indicate that air service remains profoundly rooted in the metropolitan features of urban regions (notably size and decision-power), even if low-cost airlines are probably less linked to the latter because they partly focus on niche markets and regional airports. Much of the remainder is probably attributable to the specificities of the urban economy, to actors’ strategies and to competition from high-speed trains.

Only a few years ago European low-cost service was almost exclusively focused on Western Europe. However, the enlargement of the European Union to East Central Europe has brought with it an expansion of the liberalised air space, thereby offering new opportunities for service to Community airlines. Low-cost air service has since diversified in favour of new west–east air links that represent almost 60% new routes that have opened up between Western and East Central Europe. The western low-cost airlines dominate the market rather than Eastern European ones. The new west–east routes reflect new forms of mobility: post-migration flows from the east by those who have gone to work in Western Europe, new tourist practices and undoubtedly new types of business as well.

Situé aux portes de la ville, l’aéroport de Bruxelles pose le problème des nuisances aériennes tant diurnes que nocturnes. Selon les rapports de force entre pouvoirs publics, entre groupes de pression de quartiers différents ou entre pouvoirs publics et groupes de pressions, les procédures aériennes ont maintes fois évolué pour éviter tel ou tel espace au détriment d’un autre. Notre recherche présente d’abord la géographie récente des routes aériennes en région bruxelloise, utilisée comme approximation de la géographie des nuisances. Cette spatialité est alors comparée avec la géographie de la contestation des nuisances selon trois modalités d’action : comités de défense ; actions en justice ; plaintes auprès de l’administration de médiation habilitée à les recevoir. On constate alors que l’organisation des habitants des quartiers aisés tranche significativement avec celles des quartiers populaires, au détriment de ces derniers qui sont absents de la contestation. Les structures sociales surdéterminent fortement la structuration des habitants en vue de se défendre dans la mesure où elles induisent une inégalité dans les ressources mobilisables (capital culturel et économique, réseaux sociaux et politiques). L’inégalité dans la défense locale conduit alors à un accroissement des nuisances concernant les quartiers centraux populaires. The Brussels Airport is located at the city gates and thus poses the problem of aircraft nuisances, daytime as well as overnight. Depending on balance of power between authorities, between pressure groups or between authorities and pressure groups, air procedures frequently have changed in order to avoid one or another district. Our research first set out the recent geography of air routes in the Brussels area. There are used as an approximation of the aircraft noise geography. Then this geography is compared with the geography of the Contesting nuisances, according to three methods of initiative: setting up a community association, lodging a complaint to the dedicated, federal administration or bringing a legal action. Then we notice that the inhabitants leaving in privileged areas are much better organised than those leaving in working-class areas, to the detriment of the latter that are absent of the protest. Social structure strongly conditions the organization of the inhabitants in order to defend themselves, because they lead to inequalities in terms of available resources (cultural and economic capital, social and politic networks). The local defenceinequality leads then to an increase of aircraft noise sudden by working-class areas.

Brussel staat voor grote uitdagingen op het vlak van mobiliteit en logistiek. Structurele files van en naar Brussel zijn een dagelijks probleem. Het groot aantal pendelaars (meer dan de helft van de verplaatsingen met de wagen in Brussel), het groot aantal studenten (meer dan 80 000) en de intense economische, sociale en culturele activiteit leggen een immense druk op de transportinfrastructuur en de kwaliteit van de openbare ruimtes. De bereikbaarheid van Brussel is cruciaal voor de economische activiteit, maar de verbindingen tussen de verschillende stadswijken vormen ook een belangrijke stedelijke uitdaging. Ook brengen mobiliteit en logistiek heel wat externe effecten met zich mee, zoals lokale emissies en geluid, die op hun beurt een impact hebben op de gezondheid van de omwonenden, de verkeersveiligheid, etc. Bovendien wordt verwacht dat de Brusselse bevolking verder zal toenemen, het geen de vraag naar mobiliteit en goederenvervoer zal doen stijgen.In dit boek brengen de auteurs een overzicht van recent onderzoek rond de mobiliteit en logistiek van, naar en in Brussel. Hierbij wordt, naast de recentste cijfers over het verplaatsingsgedrag, ingezoomd op het belang van de transporttijd bij de keuze van transportmodus en de mogelijkheid van telewerken. Aan de hand van up-to-date gegevens wordt een beeld geschetst van de belangrijkste structuren voor stadsdistributie in en rond Brussel. Hierna wordt ingegaan op verschillende oplossingen om stadsdistributie duurzamer te maken, waarbij de specifieke problematiek rond de toelevering van de kleinhandel extra wordt belicht. Tot slot worden ook het luchthavenvervoer en de internationale mobiliteit van en naar Brussel niet vergeten.

Bruxelles est confrontée à des défis majeurs en termes de mobilité et de logistique. Les encombrements structurels de, dans et vers Bruxelles constituent un problème quotidien récurrent. Le grand nombre de navetteurs (plus de la moitié des déplacements réalisés en voiture à Bruxelles) le grand nombre d’étudiants (près de 80 000), ainsi que l’intense activité économique, sociale et culturelle exercent une forte pression sur les infrastructures de transport et la qualité des espaces publics. L’accessibilité de Bruxelles est d’une importance cruciale pour l’activité économique mais la connexion entre les différents quartiers de la ville constitue aussi un enjeu urbain majeur. La mobilité et la logistique entraînent cependant de nombreux effets collatéraux, tels que la pollution atmosphérique locale et la pollution sonore qui ont un impact sur la santé des habitants, l’insécurité routière, etc. On s’attend à ce que la population de Bruxelles continue à croître et qu’en conséquence la demande de mobilité et de biens poursuive son ascension.Dans ce livre, les auteurs donnent un aperçu des études récentes consacrées à la mobilité et à la logistique de, vers et dans Bruxelles. A côté des derniers chiffres relatifs aux pratiques du déplacement, l’accent est mis notamment sur l’importance de la durée du trajet dans le choix du mode de transport et sur les possibilités de télétravail. Basé sur des données actuelles/les plus récentes, les principales structures de la distribution urbaine dans et autour de Bruxelles sont également présentées. Ensuite, les moyens envisageables pour rendre la distribution urbaine plus durable, ainsi que la problématique spécifique de l’approvisionnement des petits commerçants sont exposés. Enfin, le transport aérien et la mobilité internationale de et vers Bruxelles sont également traités.

Mede op basis van de gegevens en analyses die zijn samengebracht in de eerste twee Katernen van het Kenniscentrum van de mobiliteit in het Brussels Hoofdstedelijk Gewest vormt deze synthesenota een uitvoerige, actuele aanvulling op de nota van de Staten-Generaal van Brussel die in 2009 verscheen, en biedt zij een volledige maar vooral genuanceerde stand van zaken van deze materie die tot de kern van de gewestelijke bevoegdheden en uitgaven behoort. In het eerste deel worden de belangrijkste uitdagingen uiteengezet waaraan Brussel het hoofd moet bieden. Vervolgens wordt dieper ingegaan op de institutionele instrumenten en uitdagingen (de actiemogelijkheden zijn bijzonder ingewikkeld in Brussel en de machtsverhoudingen tussen de actoren zijn er krachtig), alvorens af te sluiten met een analyse van de convergenties en divergenties rond twee werkdomeinen die velen als prioriteiten beschouwen voor Brussel, namelijk de ontwikkeling van het spoorwegnet van de Maatschappij voor het Intercommunaal Vervoer te Brussel (MIVB) en de exploitatie van het toekomstige GEN.

This synopsis makes use of the data and analyses from the first two Cahiers de l’Observatoire de la mobilite of the Brussels-Capital Region, bringing up to date the synopsis from the Citizens’ Forum of Brussels published in 2009 and adding to it considerably. It provides a complete and detailed overview of this matter, which represents one of the Region’s key responsibilities and expenses. The first part of the synopsis presents the main challenges which Brussels faces. It then looks at the tools and institutional challenges (the means of action are particularly complex in Brussels and the balance of powers between stakeholders is formidable), before ending with an analysis of the convergences and divergences surrounding two undertakings which many feel are a priority for Brussels: the development of the railway network of the Societe des Transports Intercommunaux Bruxellois (STIB) and the operating of the future RER.

Tirant profit des donnees et analyses rassemblees dans les deux premiers Cahiers de l’Observatoire de la mobilite de la Region de Bruxelles-Capitale, cette note de synthese actualise et developpe considerablement la note des Etats generaux de Bruxelles parue en 2009 et propose de faire un etat des lieux complet, mais surtout nuance, de cette matiere au cœur des competences et des depenses regionales. La premiere partie presente les principaux defis auxquels Bruxelles doit faire face. Ensuite, elle aborde les outils et enjeux institutionnels (les leviers d’action sont particulierement complexes a Bruxelles et les rapports de forces entre acteurs puissants), avant de terminer par une analyse des convergences et divergences qui entourent deux chantiers que beaucoup s’accordent a considerer comme prioritaires pour Bruxelles : le developpement du reseau ferre de la Societe des Transports Intercommunaux Bruxellois (STIB) et l’exploitation du futur RER.