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Smart mobility is poised to cause a socio-economic transition of transportation systems in cities (Garau et al., 2016; Lyons, 2018). As part of this transition, Automated Vehicles (AV) integration in public transport requires further investigation regarding the implications on the transport ecosystem (González-González et al., 2020). This has also become a prime concern because of the current Covid-19 situation. Indeed, the guidelines to restrict the pandemic that shrunk the global economy by 4.4% in 2020 have caused acute disruptions in public transport (The world bank 2020). The pandemic crisis also highlighted the vulnerabilities of the public transport ecosystem. It became more crucial to ensure accessible, safe, and reliable services (Liu et al., 2020; Jenelius and Cebecauer 2020). Thus, automated minibuses could provide a solution to the unsustainability of the transport sector and increase public transport competitiveness. Indeed, the introduction of on-demand, door-to-door, shared automated vehicles could reduce car-ownership, impact travel behaviour, enhance public transport services, and eventually lead to smart and livable cities (Nogués et al., 2020). To better ensure that this mode of transport achieves its potential, key stakeholders should be equipped with the tools to guide them in embedding the automated minibus in the future city (Medina-Tapia and Robusté 2019).This paper suggests possible future scenarios future scenarios of automated minibuses deployment and calculates the environmental impact through externalities caused by these modal shifts (from traditional transport to automated minibuses).Thus, the research tries to answer the question: What is the potential impact of the transition from traditional transport to new mobility (automated minibuses) in European cities?

International audience; In this empirical article, we seek to reveal the effect of accessibility to passenger railway stations in land capitalization. The stakes are crucial, as urban development in many OECD countries has been built around the individual car, favoring sprawled cities. The proximity to a railway station may thus be sought by households engaged in a land acquisition for residential purposes. The method we used in this article consists of estimating the effects of accessibility to passenger train stations on land prices in the peri-urban and isolated areas of the Loire-Atlantique Département, France. Data on land prices come from the Perval database for transactions recorded in 2012 in both the suburban ring of Nantes (431 observations selected) and in isolated municipalities of the Loire-Atlantique Départment (395 observations retained). The database integrates land attributes: surface area, status as for the viabilisation, presence of constructions to demolish ...To constitute our database, contextual variables likely to be capitalized in land prices were quantified as well. Three regression models were estimated afterwards, all adjusted to intrinsic and contextual variables. At first, we wanted to test the assumption according to which the function between the distance to the nearest station and the prices would be decreasing. Thus, a generalized additive model (GAM) has been produced. This type of nonparametric model makes it possible to estimate nonlinear functions in a multiple regression. In a second step, the average effect of this distance was revealed through a global log-linear model. Finally, we explored the possible spatial heterogeneity of the relationship between distance to the nearest station and land price using a geographically weighted regression (GWR). The underlying assumption is that this relationship is likely to vary depending on local contexts, including the attractiveness of the municipality of the train station, as well as human flows in this station. Our recommendations support decisions made in the development of local mobility. The results concerning the significant radius of influence of a train station should help decision-makers to make these latter evolve into multimodal exchange poles. In the absence of significant influence of the station considered, a broad incentive to carpooling practices should be driven by local authorities. The range of our results regarding the types of territory considered also prepares for tomorrow's autonomous mobility for "last-mile trips" towards train stations, a solution envisaged by many French local authorities in various types of areas.

International audience

International audience; This paper analyses the dynamic impacts of GDP growth, motorisation rate, transport pollution coefficient and energy intensity, on CO2 emissions from the transport sector in Tunisia. Empirical results from the ARDL approach show that over the 1971-2014 period, energy intensity and pollution coefficient were the most significant variables. The elasticities of motorisation rate to CO2 emissions were also significant and had the expected sign. These results not only contribute to advancing the existing literature but also provide important policy recommendations: to control transport emissions, policy-makers should invest in public transportation and reinforce the legislation on environmental standards of vehicles. Finally, the statistically insignificant effects of per capita GDP on transport carbon emissions in the long run suggest that it is possible to control these emissions without disrupting economic growth. This can be achieved by developing short sea shipping between the biggest cities to reduce road congestion and carbon emissions.

Depuis quelques années, tout un vocabulaire autour des nouveaux enjeux environnementaux a surgi et s'est propagé dans notre société. L'éco-innovation en fait partie. Mais que signifie ce terme, quels enjeux, quelles réalités recouvre-t-il ? Cet ouvrage répond à trois questions : Pourquoi les éco-innovations ? Comment les promouvoir ? Quelles mises en œuvre possibles ? Les éléments de réponse apportés se situent ici du point de vue des sciences sociales.

This research deals with economic policies of sustainable urban transport for travellers. The interest lies in the use of environmental economics instruments and their application to transport economics. The main aim of this work is to compare urban toll with tradable emissions permits system. The first part presents the literature and the second describes the development of microeconomic models. In the first approach, I assess the efficiency, experiments, modelling relevance of both tools, and I compare their results. The purpose of the first part is to establish if a tool is better at obtaining sustainable mobility than the other. From a theoretical point of view, no instrument is better than the other. The second part focuses on modelling. I adjust the standard traffic bottleneck model in order to better adapt the urban toll to the theme of sustainable transport. I add two extensions: the car's environmental cost and a modal policy to encourage modal split. I then develop a new tradable emissions permits system for urban motorists. Analytical and numerical model's results show both instruments feasibility and efficiency. Important variables in the models must be taken into account: the value of time, the fixed costs of collective transport and environmental knowledge. These variables will indeed impact on the tools' success.; Cette thèse contribue à la réflexion sur les politiques économiques de transport durable pour les voyageurs en zone urbaine. L'intérêt est d'utiliser les instruments de l'économie de l'environnement et de les appliquer à l'économie des transports. La comparaison du péage urbain et du système de permis d'émissions négociables (PEN) est au cœur de la thèse. Une première partie présente l'état des connaissances et une seconde est consacrée au développement de modèles microéconomiques. Par la première approche, nous dressons un bilan sur l'efficacité, les expériences, la pertinence des modélisations des deux outils, et les mettons en parallèle. L'objectif de la première partie est de déterminer si un outil est plus efficace que l'autre pour accéder à une mobilité durable. Il apparaît que d'un point de vue théorique, aucun instrument ne domine l'autre. La seconde partie est axée sur la modélisation. Nous apportons des extensions au modèle de file d'attente classique afin que l'outil du péage urbain soit mieux adapté à la problématique de transport durable. Le coût environnemental de l'automobile et l'intégration d'une politique modale incitative constituent nos deux apports. Ensuite, nous développons une modélisation originale du système de PEN pour les automobilistes d'une ville. Les résultats de nos modélisations, complétées par des simulations numériques, montrent la faisabilité et l'efficacité des deux instruments. Il faut souligner le rôle important de certaines variables, dont la valeur du temps, les coûts fixes des transports collectifs et la connaissance du dommage environnemental, qui influencent la réussite de ces outils.

This research deals with economic policies of sustainable urban transport for travellers. The interest lies in the use of environmental economics instruments and their application to transport economics. The main aim of this work is to compare urban toll with tradable emissions permits system. The first part presents the literature and the second describes the development of microeconomic models. In the first approach, I assess the efficiency, experiments, modelling relevance of both tools, and I compare their results. The purpose of the first part is to establish if a tool is better at obtaining sustainable mobility than the other. From a theoretical point of view, no instrument is better than the other. The second part focuses on modelling. I adjust the standard traffic bottleneck model in order to better adapt the urban toll to the theme of sustainable transport. I add two extensions: the car's environmental cost and a modal policy to encourage modal split. I then develop a new tradable emissions permits system for urban motorists. Analytical and numerical model's results show both instruments feasibility and efficiency. Important variables in the models must be taken into account: the value of time, the fixed costs of collective transport and environmental knowledge. These variables will indeed impact on the tools' success.; Cette thèse contribue à la réflexion sur les politiques économiques de transport durable pour les voyageurs en zone urbaine. L'intérêt est d'utiliser les instruments de l'économie de l'environnement et de les appliquer à l'économie des transports. La comparaison du péage urbain et du système de permis d'émissions négociables (PEN) est au cœur de la thèse. Une première partie présente l'état des connaissances et une seconde est consacrée au développement de modèles microéconomiques. Par la première approche, nous dressons un bilan sur l'efficacité, les expériences, la pertinence des modélisations des deux outils, et les mettons en parallèle. L'objectif de la première partie est de déterminer si un outil est plus efficace que l'autre pour accéder à une mobilité durable. Il apparaît que d'un point de vue théorique, aucun instrument ne domine l'autre. La seconde partie est axée sur la modélisation. Nous apportons des extensions au modèle de file d'attente classique afin que l'outil du péage urbain soit mieux adapté à la problématique de transport durable. Le coût environnemental de l'automobile et l'intégration d'une politique modale incitative constituent nos deux apports. Ensuite, nous développons une modélisation originale du système de PEN pour les automobilistes d'une ville. Les résultats de nos modélisations, complétées par des simulations numériques, montrent la faisabilité et l'efficacité des deux instruments. Il faut souligner le rôle important de certaines variables, dont la valeur du temps, les coûts fixes des transports collectifs et la connaissance du dommage environnemental, qui influencent la réussite de ces outils.

International audience