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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., SCOPUS: ch.b, info:eu-repo/semantics/published

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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

The end of European charter airlines on short- and medium-haul routes has been widely forecast since the end of the nineties. However, surprisingly the literature lacks analyses of charter airline networks at the city-pair level. Here the gap is filled by conducting a case study of two main European charter airlines, Thomson Airways and Condor. There is an analysis of their network evolution at route level and route distance range variations, and the impact of low-cost competition. Against all claims and predictions, the results show only a slight move of both airlines towards long-haul services. The short- and medium-haul business has remained the dominant part of their business., info:eu-repo/semantics/published

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It has largely been assumed by both scholars and experts that planes fly the shortest route. However, due to natural, technical, geopolitical and social reasons, virtually no flight follow the shortest route. This paper assesses the lengthening of distance flown by cargo flights. The analysis is based on a comparison between shortest-route distances and actual distances flown by commercial cargo flights all over the world. The former is computed from the latitude and longitude of origin and destination airports. The latter is calculated in a Geographical Information System based on a one-week set of flights traces bought from FlightRadar. We have considered 12,287 flights operated by 49 cargo airlines. It is found the average detour is of +6.3% and shortest flights are proportionally more affected than longer flights, notwithstanding more uncertainties related to the actual distance of part of the longest flights due to poor coverage over the oceans and some inner lands. Detours have several implications: they often mean higher costs and more environmental adverse impacts; they challenge the assessment of flights’ horizontal efficiency if detours are inevitable; and they raise the robustness of numerous methods developed by scholars (including fuel and emission assessment, and interaction models)., info:eu-repo/semantics/published

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., info:eu-repo/semantics/published

This chapter proposes an overview of the reasons for flying that alternates between a focus on empirical material and methodological issues. Information gathered shows that leisure – defined here as holiday and visiting friend and relatives – is the dominant purpose of flying. This puts the alleged dominance of business travel into perspective, at least in terms of number of passengers carried. However, common statistics mask the fact that there are often multiple, combined reasons for flying. In addition, flying purposes vary across places, subject to their attributes (including social and demographic profiles, economic patterns and tourist amenities) and institutional aspects. They also change over time, both short term (seasonal cycles) and longer term (structural changes). Avenues for future research include investigating travel in developing countries, domestic travel and travel purpose, weighted by distance flown and/or by revenues generated for the airline business., iiTSE, info:eu-repo/semantics/published

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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

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The extent to which HSR could be socially egalitarian has been disregarded, despite some evidence has shown that upper social-occupational groups are the primary users on board HSR trains. In this context, this review aims at filling the gap to assess the social attributes of HSR passengers based on worldwide, available ex post data derived from surveys at both national (or international) levels and route levels. Subject to data availability, factors of social exclusion will be reviewed in a second step. Our preliminary analyses converge to demonstrate that in the various countries here covered, the profile of HSR passengers is everything but neutral. Evidently, these passengers are simply not representative samples of the whole population. On the contrary, they come from specific social groups. This eventually involves that men, those in their 30s to 50s, with higher incomes, higher occupational position and travelling mostly for business dominate., info:eu-repo/semantics/published

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Cette thèse de doctorat est consacrée aux politiques de transport public gratuit, à travers des données empiriques tirées d'une analyse géographique globale de la FFPT et de programmes particuliers de FFPT à Tallinn (Estonie), Aubagne (France) et Chengdu (Chine). Le travail empirique et les réflexions qui y sont menées résultent d’un intérêt pour les « alternatives » urbaines et d’une réflexion sur la façon dont les celles-ci pourraient être identifiées et étudiées dans le domaine de transports urbains. Reconnaissant la domination des perspectives dites « néoclassiques » et « durables » sur le transport urbain, la thèse propose de remettre en cause cette domination en intégrant une dimension explicitement urbaine dans l'analyse des politiques des transports. L'objectif principal de la recherche est donc de renforcer le lien entre les traditions critiques de la théorie urbaine et la géographie des transports en analysant et en démontrant comment les politiques des transports sont également des politiques urbaines. Elle développe ainsi un cadre inspiré du concept de « droit à la ville » d’Henri Lefebvre. Cela permet d'étudier comment les politiques de transports sont étayées par des questions de gouvernance, de coalitions et de régimes urbains ;quels intérêts et acteurs elle représentent ;comment elles sont au centre de l’entre-preneurialisme urbain ainsi que des résistances aux logiques entrepreneuriales ;quel rôle elle jouent dans la compétitivité territoriale ;comment elle peuvent être explorées à travers des questions liées à la participation des travailleurs et des citoyens, en soulignant le rôle de ses travailleurs et utilisateurs. Dans ce sens, le « droit à la ville » est proposé comme une grille d’analyse critique à travers laquelle la réalité des transports urbains peut être vue, analysée et, de manière volontairement normative, modifiée., Doctorat en Sciences, info:eu-repo/semantics/nonPublished

FR :Malgré des pratiques de mobilité qui se diversifient, le poids de la voiture au sein des déplacements intrabruxellois reste important. Les nuisances engendrées par ces pratiques sont aussi bien d’ordre économique, social, qu’environnemental et forment un système complexe dont les conséquences dommageables pour la collectivité sont de surcroît accentuées par le contexte urbain.En s’inscrivant dans une logique visant dès lors à renforcer l’utilisation des transports publics et à mieux connecter les différentes parties de la ville, cette recherche pose la question de la desserte des quartiers bruxellois et particulièrement celle d’une meilleure compréhension des logiques sous-jacentes. Pour y répondre, la thèse combine une approche théorique basée sur l’analyse de la littérature scientifique ainsi qu’une approche empirique dont la Région de Bruxelles-Capitale constitue le cas d’étude.Ce faisant, les mesures réalisées à l’heure de pointe matinale d’un jour ouvrable mettent en évidence une forte hétérogénéité des temps de parcours, y compris s’agissant de rejoindre une série de pôles d’activités de premier plan. Il apparaît également que la variance observée est subordonnée à des logiques radiales et concentriques, et que sa partie expliquée n’est pas liée uniquement aux facteurs les plus fréquemment mis en évidence au sein de la littérature, tels que ceux se rapportant à la densité.Par ailleurs, le trafic automobile pèse encore lourdement sur les temps de parcours, les allongeant en moyenne d’un quart en dépit des politiques menées ces dernières années, visant à protéger les transports publics. Mais à côté de cela, l’organisation interne des réseaux a également un impact considérable, ce qui souligne le rôle des opérateurs de transport. La contribution importante, actuelle ou potentielle, des opérateurs autres que la STIB est d’ailleurs révélée.Enfin, devant le manque de cohérence des pouvoirs publics, les résultats obtenus montrent également tout l’intérêt de faire, EN :Despite mobility practices which are becoming more diversified, the proportion of cars used for travel within Brussels remains significant. The harm caused by these practices has an economic, social and environmental impact, and forms a complex system with detrimental effects on the community, which are more pronounced in the urban context.In a perspective aimed at reinforcing the use of public transport and at making better connections between the different parts of the city, the present research raises questions regarding the service provided in the neighbourhoods of Brussels and, in particular, the underlying rationales and how to have a better understanding of them. In order to answer these questions, the thesis combines a theoretical approach based on an analysis of the academic literature and an empirical approach for which the Brussels-Capital Region constitutes the case study.In doing so, the measurements taken during the morning rush hour on a weekday highlight a marked heterogeneity in travel time, including travel to a series of major poles of activity. It also appears that the variance observed is subordinate to radial and concentric logic, and that the part of it which is accounted for is not only linked to the factors which are highlighted most often in the literature, such as those related to density.Furthermore, car traffic still weighs heavily on travel time, increasing its length by one quarter on average, despite the policies implemented in recent years, aimed at protecting public transport. But in addition to this, the internal organisation of networks also has a considerable impact, which underlines the role of transport operators. The significant contribution – present or potential – of operators other than STIB is also revealed.Finally, faced with the lack of coherence of the public authorities, the results obtained also show how important it is to make the accessibility of neighbourhoods by public transport a main objective of regional po, Doctorat en Sciences, iiTSE, info:eu-repo/semantics/nonPublished

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