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This paper analyses the state of public transport (PT) stops in Brussels through the lens of inclusiveness for disabled persons. The approach mixes qualitative perspectives (including talks and field trips with numerous NGOs, disabled individuals using PT and public authorities) and a comprehensive quantitative analysis of 2 487 stops across the STIB-MIVB network. The study found that the production of PT stops depends on a wide range of stakeholders. The degree of stops’ inclusiveness has been inherited largely from times when little attention was paid to travellers with specific needs. Despite significant efforts over the past years, a notable share of PT stops is still not inclusive, although shares vary subject to the travel constraints considered. There is no clear geographical pattern of inclusiveness, except at the scale of specific PT modes (underground stations vs surface stops) and several homogeneous bus or tram corridors.

This paper analyses the state of public transport (PT) stops in Brussels through the lens of inclusiveness for disabled persons. The approach mixes qualitative perspectives (including talks and field trips with numerous NGOs, disabled individuals using PT and public authorities) and a comprehensive quantitative analysis of 2 487 stops across the STIB-MIVB network. The study found that the production of PT stops depends on a wide range of stakeholders. The degree of stops’ inclusiveness has been inherited largely from times when little attention was paid to travellers with specific needs. Despite significant efforts over the past years, a notable share of PT stops is still not inclusive, although shares vary subject to the travel constraints considered. There is no clear geographical pattern of inclusiveness, except at the scale of specific PT modes (underground stations vs surface stops) and several homogeneous bus or tram corridors.

This paper analyses the state of public transport (PT) stops in Brussels through the lens of inclusiveness for disabled persons. The approach mixes qualitative perspectives (including talks and field trips with numerous NGOs, disabled individuals using PT and public authorities) and a comprehensive quantitative analysis of 2 487 stops across the STIB-MIVB network. The study found that the production of PT stops depends on a wide range of stakeholders. The degree of stops’ inclusiveness has been inherited largely from times when little attention was paid to travellers with specific needs. Despite significant efforts over the past years, a notable share of PT stops is still not inclusive, although shares vary subject to the travel constraints considered. There is no clear geographical pattern of inclusiveness, except at the scale of specific PT modes (underground stations vs surface stops) and several homogeneous bus or tram corridors.

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.

Este artículo propone analizar las relaciones entre las ciudades francesas a partir de una aproximación multidimensional y multiescalar. Generalmente, estos vínculos son observados de manera segmentada, con énfasis en la elección de una dimensión de una realidad multiforme. Para una mejor comprensión de la diversidad de los canales de intercambio, consideramos simultáneamente varios tipos de interacciones interurbanas, abarcando movilidades individuales, vínculos entre establecimientos económicos y colaboraciones científicas, lo anterior gracias a una metodología de selección acumulativa de flujos. Estos métodos permiten, distinguir varias escalas de interdependencia constituyentes de dinámicas territoriales. Por una parte, se identifican veintiséis sistemas urbanos de proximidad, estableciéndose comparaciones entre estos a partir de sus formas de organización más o menos polarizados y según la naturaleza de los flujos sobre los cuales reposan. Por otra, se analizan los vínculos transversales entre polos urbanos regionales destacando tanto el alcance y variedad de las interacciones, como al modo de interconexión de los sistemas de proximidad a estas redes. Finalmente, las conexiones a París son analizadas en el contexto de sus vínculos especializados en estas relaciones y del tamaño de las ciudades que están implicadas.

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 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 article looks into the names given by public authorities to underground stations in Brussels. If naming places can reflect political and ideological choices, naming underground stations supposes first of all helping travellers find their way within a – generally – preexisting urban fabric.In some cases, the toponimic identity of places is obvious, whereas naming stations is sometimes the expression of choices and of conscious or unconscious values, as shown by the differentiated celebration of crafts or public figures, linguistically connoted options, as well as diverse deviations from the “rules”. Finally, the names of stations can consolidate names of places, re-mark them, or remain dissonant.

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.

The place of sub-Saharan Africa in the world air system and the question of domestic flights in Africa are addressed in this paper, which analyzes the problems raised by air operation on that continent and fuels the discussion on regulation / liberalization.Africa is clearly on the fringes of the world air system. Its internal and external air traffic does not carry much weight compared with the supply from the centre. Most of African airlines have a limited scope and are in a position of strength on the intra-African market only. Africa’s problems inevitably affect air transport, limiting supply, demand and possible State interventions, and make the operation of air supply extremely difficult. This is very concretely reflected by the case of Air Afrique, a multinational company belonging to eleven States, whose bankruptcy in 2002 led to the disappearance of intra- and extra-African air links which were not taken over by other air companies.The article examines the constraints of State regulation and the interest of liberalizing air transport in Africa. If the “rigidity” of regulation is real, its abolition would probably result in the bankruptcy of African airlines in view of the weight of Western airlines. Restrictions on the use of the 5th air freedom seem to only partly limit the connexity of the intra-African network. An analysis of the impacts of open-sky agreements between the USA and 59 other States shows they have seldom benefited the airlines of peripheral countries.Finally, the liberalization of intra-African air transport for the sole African airlines remains open.

The present trend favours the interconnection between high-speed trains and airports. If this is fully justified in some cases when the airport has a sufficiently wide sphere of influence to cover the high-speed trains distances. In other cases it is not, so that the air-HST connection is not much used by the passengers.What about the Brussels-National airport? This article proposes to analyse the usefulness of a TGV link to the airport, considering supply and demand in the field of transport, but also the political and environmental stakes as well as the technical and economic constraints to be taken into account.It then appears that such a link is probably not necessary in the short time and that in a longer time it will depend of course on how supply and demand evolve but also on society choices, in other words political arbitration.

Analysing the communal representatives’ places of residence in Brussels and its periphery reveals the spatial logics of their distribution. The first is a socio-economic one: they generally live in wealthier neighbourhoods than the electors as a whole. Nevertheless this is mostly true for the PRL (Liberal Reformers), PSC (Social-Christians) and FDF (French-speaking Front) representatives. As to the Greens, PS (Socialists) and VLD (Flemish Liberal Democrats), they are overrepresented in the « middle class » neighbourhoods, among which the ecologists show a marked preference for the older built areas (former village cores in the periphery or the communes belonging to the outer Brussels suburbs), or the upgrading zones (central city parts or first belt gentrifying quarters). The spatial distribution of the representatives of the Dutch-speaking parties is harder to interpret and its distribution logics differ from that of their French-speaking political counterparts.

This synopsis makes use of the data and analyses from the first two Cahiers de l’Observatoire de la mobilité 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 Société des Transports Intercommunaux Bruxellois (STIB) and the operating of the future RER.

This synopsis makes use of the data and analyses from the first two Cahiers de l’Observatoire de la mobilité 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 Société des Transports Intercommunaux Bruxellois (STIB) and the operating of the future RER.

This synopsis makes use of the data and analyses from the first two Cahiers de l’Observatoire de la mobilité 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 Société des Transports Intercommunaux Bruxellois (STIB) and the operating of the future RER.

This paper addresses the concern of data in line with transport geography. Focusing mainly on data availability, it highlights how data on both transport and spaces are important to transport geography. More and more data are becoming available on infrastructures and scheduled services, although often expensive, and on spaces. In contrast, non-scheduled services, freight transport and the demand remain or are becoming largely unknown. This opens and closes doors to transport geographers, paradoxically at the time when post-modernist postures tend to despise figures.

This article goes back over the debate which still remains to be settled and which divides the Brussels-Capital Region and the SNCB regarding the creation of new urban railway stations in the framework of the RER project. Our aim is to provide an objective (or at least methodologically transparent and clearly presented) assessment which is up to date as regards the relevance of these stations. Thus, after presenting the problem and discussing possible methods, we propose a calculation of the potential of each of the stations proposed by the different urban planning documents of the Brussels Region.We thus illustrate the pertinence of most of them, a significant share of which are more relevant than some of the existing secondary stations in Brussels. However, the most promising stations are often those which seem the most difficult from a technical point of view. Conversely, new stations that would be the easiest to build often have the lower traffic potential.Beyond the impartiality of the results, we also insist on the fact that the decision to put a station (back) into service depends above all on political action, which reflects the fact that challenges of various dimensions and natures have been taken into account. This is illustrated in our case studies.

This article goes back over the debate which still remains to be settled and which divides the Brussels-Capital Region and the SNCB regarding the creation of new urban railway stations in the framework of the RER project. Our aim is to provide an objective (or at least methodologically transparent and clearly presented) assessment which is up to date as regards the relevance of these stations. Thus, after presenting the problem and discussing possible methods, we propose a calculation of the potential of each of the stations proposed by the different urban planning documents of the Brussels Region.We thus illustrate the pertinence of most of them, a significant share of which are more relevant than some of the existing secondary stations in Brussels. However, the most promising stations are often those which seem the most difficult from a technical point of view. Conversely, new stations that would be the easiest to build often have the lower traffic potential.Beyond the impartiality of the results, we also insist on the fact that the decision to put a station (back) into service depends above all on political action, which reflects the fact that challenges of various dimensions and natures have been taken into account. This is illustrated in our case studies.

This article goes back over the debate which still remains to be settled and which divides the Brussels-Capital Region and the SNCB regarding the creation of new urban railway stations in the framework of the RER project. Our aim is to provide an objective (or at least methodologically transparent and clearly presented) assessment which is up to date as regards the relevance of these stations. Thus, after presenting the problem and discussing possible methods, we propose a calculation of the potential of each of the stations proposed by the different urban planning documents of the Brussels Region.We thus illustrate the pertinence of most of them, a significant share of which are more relevant than some of the existing secondary stations in Brussels. However, the most promising stations are often those which seem the most difficult from a technical point of view. Conversely, new stations that would be the easiest to build often have the lower traffic potential.Beyond the impartiality of the results, we also insist on the fact that the decision to put a station (back) into service depends above all on political action, which reflects the fact that challenges of various dimensions and natures have been taken into account. This is illustrated in our case studies.

This article analyzes the issue of transfers within an urban public transport network as a factor which may make citizens’ journeys difficult or arduous. A critical analysis of the literature on transfers confirms that they are difficult for passengers and off-putting for those who must make modal choices. The article then presents an analysis of the evolution of transfers imposed upon users of the Brussels network. It reveals that many neighbourhoods and close to a quarter of the population have lost access to the center due to the recent reform of the network.

At a time when mobility in Brussels is becoming increasingly critical from the standpoints of the environment and efficiency, this article gives a detailed and exhaustive analysis of the geography of traffic conditions affecting the trams and buses of Brussels’ main mass transit network. The finely disaggregated data that we were able to obtain from the Brussels Interborough Transport Company (STIB/MIVB) enabled us to calculate and map three indicators (commercial speed, irregularity, and lost time) that make it possible to identify the network’s problem spots. The figures show that, in the current state of affairs, fewer than a third of the city’s tram line segments meet the commercial speed performance levels that they are expected to achieve under STIB/ MIVB’s new management contract. The problem spots, which are found primarily but not solely in the first urban ring (from Saint-Gilles to Schaerbeek, via Ixelles), stem basically from a mixture of roads and public areas that are narrow and/or heavily used by cars, inappropriate traffic light management, and political stalemates that make it impossible to get around the first three factors. In this framework, the regional mobility and sustainable development plans can scarcely be achieved.

At a time when mobility in Brussels is becoming increasingly critical from the standpoints of the environment and efficiency, this article gives a detailed and exhaustive analysis of the geography of traffic conditions affecting the trams and buses of Brussels’ main mass transit network. The finely disaggregated data that we were able to obtain from the Brussels Interborough Transport Company (STIB/MIVB) enabled us to calculate and map three indicators (commercial speed, irregularity, and lost time) that make it possible to identify the network’s problem spots. The figures show that, in the current state of affairs, fewer than a third of the city’s tram line segments meet the commercial speed performance levels that they are expected to achieve under STIB/ MIVB’s new management contract. The problem spots, which are found primarily but not solely in the first urban ring (from Saint-Gilles to Schaerbeek, via Ixelles), stem basically from a mixture of roads and public areas that are narrow and/or heavily used by cars, inappropriate traffic light management, and political stalemates that make it impossible to get around the first three factors. In this framework, the regional mobility and sustainable development plans can scarcely be achieved.

At a time when mobility in Brussels is becoming increasingly critical from the standpoints of the environment and efficiency, this article gives a detailed and exhaustive analysis of the geography of traffic conditions affecting the trams and buses of Brussels’ main mass transit network. The finely disaggregated data that we were able to obtain from the Brussels Interborough Transport Company (STIB/MIVB) enabled us to calculate and map three indicators (commercial speed, irregularity, and lost time) that make it possible to identify the network’s problem spots. The figures show that, in the current state of affairs, fewer than a third of the city’s tram line segments meet the commercial speed performance levels that they are expected to achieve under STIB/ MIVB’s new management contract. The problem spots, which are found primarily but not solely in the first urban ring (from Saint-Gilles to Schaerbeek, via Ixelles), stem basically from a mixture of roads and public areas that are narrow and/or heavily used by cars, inappropriate traffic light management, and political stalemates that make it impossible to get around the first three factors. In this framework, the regional mobility and sustainable development plans can scarcely be achieved.

One objective of Brussels Studies is to encourage debate around scholarly articles containing proposals for public action. With this issue, under the heading “double vision”, we are inaugurating a new formula – a dialogue between academics from different disciplines – in this case two economists and a geographer ‑ on the highly controversial issue of noise pollution caused by air traffic at Brussels National. The former propose creating a market for noise emissions as a regulatory instrument, while the latter evokes political responsibility to regulate the matter, based on the principle of limiting the number of people submitted to noise from aircraft.

One objective of Brussels Studies is to encourage debate around scholarly articles containing proposals for public action. With this issue, under the heading “double vision”, we are inaugurating a new formula – a dialogue between academics from different disciplines – in this case two economists and a geographer ‑ on the highly controversial issue of noise pollution caused by air traffic at Brussels National. The former propose creating a market for noise emissions as a regulatory instrument, while the latter evokes political responsibility to regulate the matter, based on the principle of limiting the number of people submitted to noise from aircraft.

One objective of Brussels Studies is to encourage debate around scholarly articles containing proposals for public action. With this issue, under the heading “double vision”, we are inaugurating a new formula – a dialogue between academics from different disciplines – in this case two economists and a geographer ‑ on the highly controversial issue of noise pollution caused by air traffic at Brussels National. The former propose creating a market for noise emissions as a regulatory instrument, while the latter evokes political responsibility to regulate the matter, based on the principle of limiting the number of people submitted to noise from aircraft.

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.

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.

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.