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Cet article utilise un partage d'expériences en Europe, entre la France et le Brésil pour analyser comment les objectifs d’inclusion sociale sont pris en considération dans la planification de la mobilité urbaine durable. La méthodologie développe un panorama de la réalisation des Plans de Mobilité Urbaine Soutenable (PMUS) en Europe et présente le cas de la France qui est l'État membre qui a le plus d’expérience dans l'exécution des plans avec pour exemple la Métropole Européenne de Lille (MEL). L’expérience brésilienne est analysée en utilisant un échantillon de douze Plans de Mobilité Urbaine (PMU) approuvés par les municipalités. Ces analyses qualitatives illustrent comment l’équité sociale est considérée ou non dans cette planification de mobilité urbaine en las villes. Este artigo apresenta as experiências na Europa, da França e do Brasil, e analisa como os objetivos de inclusão social são levados em conta no planejamento da mobilidade urbana sustentável. A metodologia desenvolve uma visão geral da implementação de Planos de Mobilidade Urbana Sustentável (PMUS) na Europa e apresenta o caso da França, que é o Estado Membro com maior experiência na execução de planos, com o exemplo da Metrópole Europeia de Lille (MEL). A experiência brasileira é analisada através de doze Planos de Mobilidade Urbana (PMU) aprovados por leis municipais. Essas análises qualitativas ilustram como a equidade social é ou não considerada no planejamento de mobilidade urbana nas cidades. Sustainable Urban Mobility Plans (SUMP) were presented by the European Commission in 2013 as new tools for planning urban mobility and that should include as main sustainability goals: accessibility and quality of life, as well as sustainability, economic viability, social equity, health and environment quality. This article presents how social inclusion goals are taken into account in planning sustainable urban mobility through sharing experiences in Europe, France and Brazil. The methodology develops an overview of the implementation of SUMP in Europe and presents the case of France, the Member State with higher experience in plan development through the case of the European Metropolis of Lille (MEL). The Brazilian experience is analyzed using a sample of twelve Urban Mobility Plans (PMU) approved by the municipalities. This qualitative analysis illustrates how social equity is considered or not on the planning of urban mobility of cities.

La qualité de l'air respiré par les usagers est de plus en plus affirmée dans les politiques publiques de transport dont les transports en commun en site propre (TCSP) constituent souvent des projets phares. Cet article s'attache à mesurer deux composantes importantes de la qualité de l'air urbain : les particules et les hydrocarbures aromatiques polycycliques. Le terrain d'étude (l'Île-de-Nantes) a été choisi en raison de la présence de divers types de TCSP (chronobus, busway, tramway). Les résultats montrent une qualité d'air différente en fonction des différents types de TCSP, influencée par l'environnement proche des lignes et notamment la circulation automobile. Ces informations pourraient être prises en compte dans la constitution d'un diagnostic état zéro pour réaliser l'évaluation des projets de transport en commun en site propre

La qualité de l’air respiré par les usagers est de plus en plus affirmée dans les politiques publiques de transport dont les transports en commun en site propre (TCSP) constituent souvent des projets phares. Cet article s’attache à mesurer deux composantes importantes de la qualité de l’air urbain : les particules et les hydrocarbures aromatiques polycycliques. Le terrain d’étude (l’Île-de-Nantes) a été choisi en raison de la présence de divers types de TCSP (chronobus, busway, tramway). Les résultats montrent une qualité d’air différente en fonction des différents types de TCSP, influencée par l’environnement proche des lignes et notamment la circulation automobile. Ces informations pourraient être prises en compte dans la constitution d’un diagnostic état zéro pour réaliser l’évaluation des projets de transport en commun en site propre., RTS - Recherche Transports Sécurité, volume 2020

RFTM 2018, 1ères Rencontres Francophones Transport Mobilité, LYON, FRANCE, 07-/06/2018 - 07/06/2018; La planification d'une mobilité urbaine durable revêt une grande importance aux niveaux local, régional, national et européen. La recherche présentée dans cette proposition vise à comparer les processus de planification de la mobilité urbaine durable, à travers le partage d'expériences en Europe, entre la France et le Portugal (Heddebaut et al., 2017) et le Brésil au regard des expériences menées en Europe et de déterminer comment les objectifs d'inclusion sociale sont pris en considération ou non.

The Channel tunnel and the Eurostar TGV have been a great chance for the Nord-Pas-de-Calais Region replacing it in a European and French geography. The accompanying 'Transmanche plan (Cross Channel)' has provided new infrastructures, regional integration and new opportunities. Channel tunnel, TGV and Transmanche Plan permitted the openness to Europe and neighbourhood regions and replace definitely the Region in a European dynamic. Nevertheless, the present changing economic context, new political philosophy and the wear dried up the driving forces. If the development conditions are there it lacks a new vision and a new engine. The restructuration around the Channel tunnel concession, the Port of Calais and the rail market with new operators could be the challenge for a new development for the Kent - Nord-Pas-de-Calais maritime region., Le tunnel sous la Manche et le TGV Eurostar ont été une grande chance pour le Nord-Pas-de-Calais, le replaçant dans une géographie européenne et française. Le « plan Transmanche (Cross Channel) » d'accompagnement a fourni de nouvelles infrastructures, l'intégration régionale et de nouvelles opportunités. Tunnel, TGV et Plan transmanche ont permis l'ouverture vers l'Europe et les régions voisines et de replacer définitivement la région dans une dynamique européenne. Néanmoins, le changement actuel de contexte économique, la nouvelle philosophie politique et l'usure ont tari ces forces motrices. Si les conditions de développement sont là, il manque une nouvelle vision et un nouveau moteur. La restructuration autour de la concession du Tunnel sous la Manche, le port de Calais et le marché ferroviaire avec de nouveaux opérateurs pourraient être le défi pour un nouveau développement pour la région maritime du Kent/Nord-Pas-de-Calais.

This paper presents the evolution of public transport contracts in France and the historical and legal contexts which led to their reorganisation. We first examine the evolution of the territorial distribution of institutional powers in transportation mainly for passengers. A focus is made on the regional passenger railway reform in France that allowed the 20 French metropolitan regions to become transport organising authorities following a first experiment by seven volunteer regions. The Nord-Pas de Calais region is taken as an example. Then the urban public transport contracts are analysed focussing on different possibilities of contract and finally, the specific case of transport organisation in the Paris Île de France region is studied.

The Channel tunnel and the Eurostar TGV have been a great chance for the Nord-Pas de Calais Region replacing it in a European and French geography. The accompanying 'Transmanche plan' has provided new infrastructures, regional integration and new opportunities. They permitted the openness to Europe and neighbourhood regions and replace definitely the Region in a European dynamic. Nevertheless, the present changing economic context, new political philosophy and the wear dried up the driving forces. If the development conditions are there it lacks a new vision and a new engine. The restructuration around the Channel tunnel concession, the Port of Calais and the rail market with new operators could be the challenge for a new development for the Kent - Nord-Pas-de-Calais integrated maritime region., Le tunnel sous la Manche et le TGV Eurostar ont été une grande chance pour le Nord-Pas de Calais le replaçant dans une géographie européenne et française. Le «plan Transmanche" d'accompagnement a fourni de nouvelles infrastructures, l'intégration régionale et de nouvelles opportunités. Ils ont permis l'ouverture vers l'Europe et les régions voisines et de replacer définitivement la région dans une dynamique européenne. Néanmoins, le changement actuel de contexte économique, la nouvelle philosophie politique et l'usure ont tari ces forces motrices. Si les conditions de développement sont là, il manque une nouvelle vision et un nouveau moteur. La restructuration autour de la concession du Tunnel sous la Manche, le port de Calais et le marché ferroviaire avec de nouveaux opérateurs pourraient être le défi pour un nouveau développement pour la région maritime intégrée du Kent - Nord-Pas-de-Calais.

Chapter 4 presents the rationale for promoting, developing and managing an intermodal interchange - the proposed City-HUB life cycle process. Identifying stakeholders and stakes. It analyses the interaction between the interchange and the city and impact on jobs, land use and city integration., Le chapitre 4 présente les raisons de promouvoir, développer et gérer un pôle d'échanges intermodal - le processus de cycle de vie proposé dans le modèle du projet City-HUB. Il Identifie les parties prenantes et leurs enjeux. Il analyse l'interaction entre le pôle d'échanges et la ville et l'impact sur l'emploi, l'utilisation foncière et l'intégration urbaine.

Within the framework of the “City-Hub” European research project numerous interchanges have been studied in nine countries in Europe. We examine their role in local, regional, national or international transport networks. This article seeks to show the links between transport policies aiming at developing interchanges and urban policies creating development around these stations. We show that urban changes can occur in the context of integrated transport and land planning linking commercial development, new business offices and new housing., Dans le cadre d’un projet de recherche européen " City-Hub " de nombreux pôles d’échanges ont été analysés dans neuf pays en Europe. Nous examinons leur rôle dans les réseaux locaux, régionaux, nationaux voire internationaux de transport. Cet article cherche à montrer les liens entre les politiques de transport visant à développer ces grands pôles d’échanges et les politiques urbaines de développement autour de ces stations. Nous montrons que cette transformation urbaine peut se réaliser par une planification intégrée de l’amélioration des fonctions de transport avec celles liées au développement commercial, à l’implantation de nouveaux bureaux et de nouveaux logements.

It is widely perceived that large scale transportation projects will have several positive impacts both on the areas around its stations as well as at regional level. Thus, it is expected that a new transport infrastructure will produce changes on the real estate market. Generally, these changes are analyzed using cross-sectional hedonic models and once the infrastructure is operating. This study measures the actual impact of urban transportation on the real estate market in an area where a future large-scale transportation project will run. In this analysis, we evaluate the effects of transportation while accounting for a number of structural, locational and neighborhood variables making use of a location-detailed dataset over a period of time. To complement our research, qualitative analysis is also employed by means of interviews with real estate agents. We explore if there are significant land price changes due to the current public/private transportation characteristics of the area and discuss what may have happened due to the so-called "announcement or anticipation effect". Finally, the results are better explained when the socioeconomic characteristics of the study area are deeply examined, hence some more issues arise. As a case study, we analyze the Bassin Minier of Nord-Pas-de-Calais region in France. It is a deprived area which was the main pole of mining activities; mines stopped several decades ago, and the area was recently converted into patrimony of humanity. The Transport Authority that serves this area has planned to build two new tramway lines in the near future, that will improve the accessibility in the area and which are not exempt of polemic., Il est communément admis que les projets de transport à grande échelle auront plusieurs effets positifs à la fois sur les zones autour de leurs stations, ainsi qu'au niveau régional. Ainsi, il est prévu qu'une nouvelle infrastructure de transport va produire des changements sur le marché de l'immobilier. En règle générale, ces changements sont analysés à l'aide de modèles hédoniques et une fois que l'infrastructure est en fonctionnement. Cette étude mesure l'impact réel du transport urbain sur le marché de l'immobilier dans une zone où un futur projet de transport à grande échelle serait réalisé. Dans cette analyse, nous évaluons les effets du transport tout en tenant compte d'un certain nombre de variables structurelles, de localisation et de voisinage faisant usage d'un ensemble de données de localisation détaillée sur une période de temps. Pour compléter notre recherche, l'analyse qualitative est également employée au moyen d'interviews avec des agents immobiliers. Nous regardons s'il y a d'importantes variations de prix fonciers en raison des caractéristiques publiques / priÎes actuelles de transport de la région et discutons ce qui a pu se produire en raison du supposé " effet d'annonce ou d'anticipation ". Enfin, les résultats sont mieux expliqués lorsque les caractéristiques socio-économiques de la zone d'étude sont profondément examinées. Comme étude de cas, nous analysons le Bassin Minier de la région Nord-Pas-de-Calais en France. C'est une zone qui comportait principalement des activités minières; mines qui ont cessé il y a plusieurs décennies, et la région a récemment été convertie en patrimoine de l'humanité. L'autorité de transport qui dessert cette région a prévu de construire deux nouvelles lignes de tramway dans un proche avenir, qui permettront d'améliorer l'accessibilité dans la région et qui ne sont pas exemptées de la polémique.

The focus of Work Package 4 is on the integrated management of interchanges. Based on case studies, stakeholder interviews, and literature, this work package analysed the organisation and operation of interchanges in terms of planning, operational functionality, management, practicalities, services and efficiency.The research has shown that currently there are few examples of regulations or guidance that cover the design, construction, management and operation of interchanges as a whole. The interchange facility itself and the interchange zone are often considered to be ‘grey areas’ in transport planning; and the roles and responsibilities of those interested in the interchange are often dominated by the regulations of each mode. The design, construction and management of interchanges would benefit from closer interaction between the public and private sectors as there are opportunities for commercially successful utilisation of the space available in the terminals for services provided by the private sector, and thus make the interchanges economically more viable. In addition, partnerships with private sector can introduce business models which can complement the skills of the public sector. Public consultation should be carried out for the integration of the opinions and concerns of relevant stakeholders in the decision-making process in order to make the process more transparent, to gather more input on which to base decisions, and to create support for the decisions that are made. The positive impacts of an interchange on local economy are more likely to occur if there is an integrated development plan linking the transport function with the urban and economic functions. However, as the interchanges are typically located in the town centre, it is difficult to assess whether new developments in retail, housing or offices were direct results of the interchanges or if they would have been developed within town centre development context anyway.Clear information systems are essential for making a public transport journey easy, efficient and stress-free. It is proposed that information between different operators and modes should be integrated to provide relevant information to all in a centralised and harmonised manner. Integrated, smart ticketing makes transferring easier for the traveller and thus promotes the use of public transport. It is a matter that needs to be addressed by the regional authorities and all stakeholders. Sustainable interchange design and energy efficiency are not only relevant for environmental purposes, but can also have positive impact on both social and economic elements. None of the present rating systems to assess energy efficiency are specifically developed for terminals or interchanges, but many of the tools can be applied successfully. For the end user, i.e. the traveller, however, the main point is neither the energy efficiency nor the carbon footprint of the interchange, but the functionality of the interchange for her/his needs, good air quality and comfortable atmosphere, and appropriate services.

The French National Institute for Statistics and Economic Studies (INSEE) qualifies as “urban unities” every town inside urban agglomerations. But in these urban organizations, centres, suburban and/or rural areas can exist and we suspect they require differentiated and/or specific transport services. Based on an economic approach, the distinction between urban and suburban or rural areas depends on the percentage of active residents working in an urban centre. In a geographic approach, this distinction is based upon physical considerations such as land which has been built on and distances between buildings. Our research field is organised in a wide Urban Transport Authority, the “Syndicat Mixte des Transports (SMT) Artois-Gohelle” and includes 115 towns overall. These towns are globally qualified as urban but they do not share the same degree of transport accessibility. Moreover, they present very different densities of inhabitants. The aim of this paper is to build a typology of towns based on a combination of these factors and to imagine related services that could provide a better choice between car use and Public Transport (PT) use, improving the whole mobility in a context of sustainable development, and Transport Oriented Development (TOD). The developed methodology allows us to establish such a classification for the SMT Artois-Gohelle towns. Based on the Household Travel Inquiries realized in this area in 2005 and 2006, it can be classified by travel behaviour such as commuting for work or travelling for leisure purposes in order to know the different transport modes (TM) used for these journeys. This work is funded by the French Region Nord-Pas-de-Calais and ADEME.

Dans un premier temps nous montrons l’évolution de l’évaluation des politiques publiques en France. En effet, depuis plus de vingt-cinq ans le contexte institutionnel évolue afin de renforcer l’évaluation dans la décision et la mise en ½uvre des politiques publiques. Le décret du 22 janvier 1990 expose la nécessité de rechercher si, et comment, les moyens juridiques administratifs ou financiers ont bien été mis en ½uvre afin d’atteindre les effets escomptés de la politique en fonction des objectifs qu’elle s’était fixés. Cette notion s’est renforcée au fil des avancées légales et réglementaires que nous décrivons. Nous abordons ensuite les différents niveaux d’intervention des acteurs en charge des politiques publiques afin d’en comprendre les actions et interactions. Les politiques publiques pouvant se décomposer selon leur nature soit partagée où chaque niveau d’intervention institutionnel est légitime, soit complémentaire où les limites institutionnelles segmentent les actions et rôles particuliers dévolu dans chaque domaine. Ceci implique la mise en présence de nombreux acteurs et niveaux institutionnels, particulièrement pour les politiques de transport nécessitant la mise en place d’un bon système de gouvernance. Considérant la politique des transports urbains nous décrivons l’élaboration des plans de déplacements urbains et leur contenu. Puis nous retraçons les méthodes d’évaluation de leur mise en ½uvre et des résultats.

As it is widely accepted, large scale transportation projects have a significant impact both in the areas around its stations, and in a regional level at different topics of urban environment. For example, a new transport infrastructure may produce changes on the real estate market. Many times, these changes are analyzed using hedonic models. This study measures the actual impact of urban transportation on the real estate market in an area where a future large-scale transportation project -two new tramway lines- will run. In this analysis we evaluate the effects of transportation while accounting for a number of structural, location and neighborhood variables making use of a location-detailed time series dataset. We explore if there are significant land price changes due to the current public/private transportation characteristics of the area and discuss what may have happened due to the so-called “announcement or anticipation effect”. As a case study, it is analyzed the region of the bassin minier of Nord-Pasde- Calais in France. It is a deprived region which decades ago, used to be a pole of mining activities. The Transport Authority in the region is the SMT Artois-Gohelle and it has planned to build in the near future two new tramway lines that will improve the accessibility in the region that are not exempt of polemic.

It is widely accepted that there are some factors that influence the location patterns of firms over space and over time. The above is especially relevant in the case of deprived regions because an increase of firms’ location leads to higher employment opportunities which impacts on the regional economic growth. Moreover, the public transportation system may be efficiently exploited if the correct policy strategies of firms’ location are enhanced. The former reasons explain the usefulness to analyze the location patterns of firms over a certain region. In practice, the main problem of the empirical analysis of spatial and temporal patterns of firm location is related to the complexity to obtain detailed firmographic data due to both the lack of availability of micro data and confidentiality issues. Therefore, very few studies are available on these issues. Herein, we discuss different methodologies to obtain information on the location patterns of firms. As a case study, it is analyzed the region of the “bassin minier” of Nord-Pas de Calais, at the northern part of France. The Transport Authority is the SMT Artois Gohelle and it has planned to build in the near future two new tramway lines that will improve the accessibility in the region. In this case, an analysis that understands the mobility patterns of firms in the area would be certainly useful to foster their location when the new tramways start operating.

The French National Institute for Statistics and Economic Studies (INSEE) qualifies as 'urban unities' every town inside urban agglomerations. But in these urban organizations, centres, suburban and/or rural areas can exist and we suspect they require differentiated and/or specific transport services. Based on an economic approach, the distinction between urban and suburban or rural areas depends on the percentage of active residents working in an urban centre. In a geographic approach, this distinction is based upon physical considerations such as land which has been built on and distances between buildings. Our research field is organized in a wide Urban Transport Authority, the 'Syndicat Mixte des Transports (SMT) Artois-Gohelle' and includes 115 towns overall. These towns are globally qualified as urban but they do not share the same degree of transport accessibility. Moreover, they present very different densities of inhabitants. The aim of this paper is to build a typology of towns based on a combination of these factors and to imagine related services that could provide a better choice between car use and Public Transport (PT) use, improving the whole mobility in a context of sustainable development, and Transport Oriented Development (TOD). The developed methodology allows us to establish such a classification for the SMT Artois-Gohelle towns. Based on the Household Travel Inquiries realized on this area in 2005 and 2006, it can be classified by travel behaviour such as commuting for work or leisure purposes in order to know the different transport modes (TM) used for these journeys.

Urban congestion that is known to provoke a high level of green house gas emission and fuel consumption is mainly due to car use and especially for go to work travels. Decision makers are willing to reduce the car pressure and they describe a set of possible action in urban travel plans. One solution is to plan the realization of right of way systems in order to enhance public transport (PT) performance. In our presentation we simulate the introduction of a new tramway line on the former coal mining area in the Nord-Pas-de-Calais region in the northern part of France where two tramway projects are scheduled. We determine a basis scenario model linked with the introduction of one of these new tramway lines around the city of Lens. We use the 2006 census data for commuters from INSEE the French national statistics institute. Based on this scenario we calculate the different flows for the PT users and for car drivers and the congestion effects that affect the costs and transport times. This allows us to determine the generalized costs of transport for PT users and for car drivers that gives an explanation on the different usages. Transport public policies, as public interventions are after set up in order to evaluate if they are able to change transport behaviour for these commuters on our study area. A set of different public policies have been sorted out and tested such as measures to enhance the PT use for instance deciding free access to PT or measures that increase the cost of car trips for example introducing a tool on the motorway, taxing the parking in the inner centre of the three main towns or raising the price of fuel. We then are able to calculate the ecological impacts of these measures that give elements for the transport public policies evaluation.

Presentation of four years of research on BHLS within a COST action TU0603 (Bus with a High Level of Service).; Présentation des résultats de quatre années de recherches sur les Bus à Haut Niveau de Service (BHNS) développés dans l'action COST TU0603 BHLS (Bus with a High Level of Service). Cette communication expose les conclusions du groupe de travail 4 problèmes socio-économiques et insertion dans les réseaux de cette action. Le contexte politique et les décideurs impliqués dans la mise en ½uvre de BHNS, les raisons sous-tendant ces réalisations et les barrières surmontées sont décrits. Une typologie de ces BHNS est effectuée en fonction des contextes urbains. Enfin, les caractéristiques propres des BHNS sont répertoriées ainsi que les principales recommandations.

Buses with High Level of Service (BHLS) is an emerging term in Europe for higher quality bus services in urban areas, based on a combination of better operating environment, high quality vehicles, upgraded infrastructure, improved customer services, marketing, image and a systemic approach. BHLS is not the same product as Bus Rapid Transit (BRT), although there are many features in common. The primary objective of BHLS is to uplift the quality of the bus mode rather than to provide the mass transit function. Many European cities have extreme limitations in available road width, BHLS aims to get the maximum capacity and quality within the available space. This paper reports the findings of an EU COST Action on BHLS, which includes practitioners and researchers from 14 EU countries. It presents BHLS practice, a set of 5 Case Studies (France, Netherlands, Ireland, Spain and Sweden, and operational characteristics of BHLS systems in Europe. A review of procurement and contractual aspects indicates that BHLS has been implemented within existing regulations, procedures, contract structures and performance parameters. Information on the COST TU603 action on BHLS can be obtained at www.bhls.eu Institute of Transport and Logistics Studies. Faculty of Economics and Business. The University of Sydney