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European Journal of Transport and Infrastructure Research, Vol 20 No 4 (2020), The numbers of electric vehicles (EV) will increase as many countries perceive EVs as a solution to reduce the emissions of transportation and therefore incentivize their adoption. However, the deployment of public charging infrastructure is lagging behind that of EVs, which represents a potential barrier to their wide-scale adoption. The objective of this paper is to develop a comprehensive overview of potential EV charging solutions to be deployed in urban areas. Using a micro-Delphi approach, experts from transport, energy and urban planning were consulted and identified 15 realistic options for charging electric vehicles in urban environments by 2035. The solutions range from purely technical to more service oriented. Most of these solutions already exist today, although some remain at a very early stage of deployment. The five most likely options were on-street public charging points, charging at work, fast-charging stations, using building domestic plugs and semi-fast charging in public areas. When combined with the typical mobility and residential profiles, our results show that EV drivers will most likely rely on a mix of solutions, when they have no home chargers. As such, no breakthrough or major shift is expected in charging infrastructures, rather a scale-up of existing solutions. Our analysis concludes that urban charging options will be numerous and no single solution is expected to dominate as users with different EV user profiles will charge at different times and locations.

Due to the dilemma of bike-sharing concerning its benefits and drawbacks, and its unclear future, we focused on a mixed-methods approach to analyze this public discussion through posts or “tweets” from the social media channel Twitter. We collected around 12,000 tweets in English around the world related to bike-sharing for a period of about six months. We considered two approaches, including topic clustering and sentiment analysis in tweets including: a) bike-sharing related terms and b) “future” and bike-sharing related terms. Strongly positive tweets promote bike-sharing and its benefits such as being convenient, well-performing, and sustainable. Additionally, there is a tendency to write that public, electric, and dockless are better, together with scooters. In contrast, the complaints on bike-sharing focused on inequity, rentals and safety issues, critique on authorities and laws, and poor performance especially of dockless Asian bike-sharing start-ups with low-quality bikes. Around 50% of the tweets that included the terms “future” and “bike–sharing” stated that bike-sharing is going to be part of the future of mobility as an electric dockless version together with other shared modes. The hesitant statements towards bike-sharing being part of the future referred mainly to the systems with poor bikes’ quality. Politicians and stakeholders can use this information to enhance bike-sharing or consider the implementation of certain types of bike-sharing in their cities. To the best of the authors’ knowledge, this study would be one of the first that analysis the public discussion on social media about a transportation system and its future using a mixed-methods approach. Future studies should aim at identifying and comparing the public opinion of different emerging transportation technologies., European Journal of Transport and Infrastructure Research, Vol 20 No 4 (2020)

The social design approach presented in this chapter was developed to ensure that the new smart living lab building includes not only sus- tainable environmental and economic aspects, but also social aspects. By better understand- ing the preferences and attitudes of its future occupants and the three founding institutions, the team will be able to successfully incorpo- rate the former in the design process.

Additional file 1: Fig. S1. (A) Description of the mouse liver regeneration stages, collection time points of liver samples and the food and light conditions of the mice. Adapted from [10]. X = eXcised liver hepatectomy; C = controls; S = sham surgeries; W = week. (B) Number of replicates per experimental condition and the associated RNA-Seq and ChIP-Seq experiments performed. In a preliminary PH analysis (Series 1), we performed ChIP-Seq on pools of three livers at the post-PH time points indicated and no sham surgeries. Subsequently, we performed Series 2 with the full set of time points and selected sham surgeries, with RNA-Seq analyses of generally three individual livers and, where indicated, ChIP-Seq on pools of three livers. Note that Series 2 was performed in three separate time periods (Series 2.1, 2.2, 2.3); for two samples, X20 and X36, duplicate samples were prepared in Series 2.1 and 2.2. The samples from Series 2.1 were used in the data shown and discussed in the text. The Series 1 60-h sample was used for the K36me2 versus H3K36me3 study in Fig. 6. (C) Correlation of three triplicates from each of Series 2.1, 2.2, and 2.3 (nine samples total) at time C0. The replicates are indicated on the diagonal. Above the diagonal, pairwise scatterplots display the similarity between replicates, and below the diagonal, each pairwise Pearson coefficient is indicated. Correlations within experimental series (Pearson correlation coefficients of at least 0.98) show slightly better correlation coefficients than among series (Pearson correlation coefficient of at least 0.94). (D) Two-dimensional plot displaying the coordinates of the collected samples in the PC1 and PC2 of the PCA using the set of 12,025 expressed genes as shown in Fig. 1b, but with the standard deviations in PC1 and PC2 of the replicates for each condition displayed as ovals.

This research explores the links between social exclusion, car dependence and public policies for members of non-motorized households who are potentially socially excluded. It is at the crossroads of urban sociology, public policy and transport geography. Comparing urban areas in North America and Europe, it comprises two case studies: Quebec City in Canada and Strasbourg in France. Using a mixed methods approach, I combine qualitative and quantitative research tools to examine how the interactions of various policies, levels of car dependence, urban planning and land use affect mobility-related social exclusion with special attention to gender-based differences. The analysis is based on official origin-destination survey data from both urban areas, semi-directed interviews within non-motorized households and with public servants, and policy documents. I find that the factors causing non-motorized households to feel socially excluded are similar on both sides of the Atlantic. Mobility-related social exclusion can be associated with the fact of having to find an alternative to the car in order to reach certain destinations. Relying on the bus is often experienced as inconvenient, linked to long waiting times, having to leave early during evening outings and making detours instead of using a direct route. Such feelings made many of the study participants feel excluded. Participants who felt socially excluded commonly mentioned feeling left out of the political process and not listened to during public consultations. Some participants also felt excluded for not having a driver's licence, especially in France. Non-motorized households revealed that aggressive behaviour by motorists or their refusal to share the road with alternative mobility users were a further factor leading to social exclusion. Finally, judgmental comments by others who literally could not understand how they could live without a car - or who thought they didn't have one because of drunk driving or poverty - was also associated with social exclusion in my sample. The study participants often felt that owning a car had negative repercussions on their independence, as it comes with financial burdens, including car payments, vehicle repairs and maintenance. They reported feeling liberated from such burdens, as well as from logistical grievances like finding a parking spot or moving the car during snow removal, thus presenting a point of view not often explored in the literature. The public servants considered that some of the population was car-dependent, which made the implementation of restrictive measures on the car challenging. When discussing policy solutions, the main challenge brought up by civil servants were urban sprawl and political aspects related to urban planning. The policies in place to address transport and social exclusion contained three distinct sets of discourses. They either discussed social aspects, legal aspects, or mobility and land planning aspects. Each level of government had its own different focus, but car dependence per se was almost completely absent from policy documents, and most causes of mobility-related social exclusion were not addressed.

Chromatin immunoprecipitation followed by deep sequencing (ChIP-seq) experiments are widely used to determine, within entire genomes, the occupancy sites of any protein of interest, including, for example, transcription factors, RNA polymerases, or histones with or without various modifications. In addition to allowing the determination of occupancy sites within one cell type and under one condition, this method allows, in principle, the establishment and comparison of occupancy maps in various cell types, tissues, and conditions. Such comparisons require, however, that samples be normalized. Widely used normalization methods that include a quantile normalization step perform well when factor occupancy varies at a subset of sites, but may miss uniform genome-wide increases or decreases in site occupancy. We describe a spike adjustment procedure (SAP) that, unlike commonly used normalization methods intervening at the analysis stage, entails an experimental step prior to immunoprecipitation. A constant, low amount from a single batch of chromatin of a foreign genome is added to the experimental chromatin. This “spike” chromatin then serves as an internal control to which the experimental signals can be adjusted. We show that the method improves similarity between replicates and reveals biological differences including global and largely uniform changes.

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Mouse liver regeneration after partial hepatectomy involves cells in the remaining tissue synchronously entering the cell division cycle. We have used this system and H3K4me3, Pol II and Pol III profiling to characterize adaptations in Pol III transcription. Our results broadly define a class of genes close to H3K4me3 and Pol II peaks, whose Pol III occupancy is high and stable, and another class, distant from Pol II peaks, whose Pol III occupancy strongly increases after partial hepatectomy. Pol III regulation in the liver thus entails both highly expressed housekeeping genes and genes whose expression can adapt to increased demand.

Additional file 5: Figure S2. (A) Distribution of silhouette scores as a result of the PAM clustering of the varying gene expression Set 3 into 2–13 groups (k). The clustering into 7 groups was retained for our analyses in the main text (Fig. 2). In this Set 3.1 to 3.7 clustering, set 3.7 contained a large proportion of cell-cycle genes. The set in the k = 2–6 and 8–12 PAM clusterings most like Set 3.7 is labeled “3.7-like” in each case. For each clustering, the number of genes (nj) per group (j) is indicated to the right together with the average silhouette score (aveiϵCj Si). To the left of each clustering, the number of Set 3.7 genes from k = 7 in each group is indicated. Across clusterings, the highest average silhouette score is found for the most 3.7-like sets of genes. (B) Summary of the results of the functional enrichment analysis on the RNA-seq Set 1, Set 2 and Set 3 results. The GO terms displaying an enrichment p value lower than 10E − 10 were kept for analysis with the REVIGO tool. REVIGO aggregates synonymous GO terms and displays the aggregated terms as circles where the distance among circles indicates their similarity within the GO structure and their color indicates the associated p value, with blue signifying the lowest p values. Selected GO terms with highest p values are shown with the circle aggregates. Below, the highlighted GO terms have been listed with their associated p values with a log10 scale. (C) Gene-expression patterns post-PH in the KEGG cell-cycle pathway. The gene nodes in the KEGG cell-cycle pathway were colored using the “pathview” R package. Set 1 genes are colored gray, Set 2 genes are colored yellow, and Set 3 genes are displayed as a heat map that shows the relative transcript abundance between 0 h and 4 weeks post-PH from Fig. 2a. For the twenty-seven KEGG cell-cycle pathway nodes shared by multiple genes only the pattern for a representative gene (identified in Additional file 2: Figure S2d). (D) Selection of the representative gene within shared KEGG cell-cycle nodes. The names of the shared KEGG cell-cycle nodes are indicated with the node-associated genes indicated with their respective RNA-Seq set. Within nodes, genes with differential expression post-PH were favored. Otherwise genes with the highest gene expression within a node were selected. The final selections are highlighted in green.

Additional file 5: Figure S2. (A) Distribution of silhouette scores as a result of the PAM clustering of the varying gene expression Set 3 into 2–13 groups (k). The clustering into 7 groups was retained for our analyses in the main text (Fig. 2). In this Set 3.1 to 3.7 clustering, set 3.7 contained a large proportion of cell-cycle genes. The set in the k = 2–6 and 8–12 PAM clusterings most like Set 3.7 is labeled “3.7-like” in each case. For each clustering, the number of genes (nj) per group (j) is indicated to the right together with the average silhouette score (aveiϵCj Si). To the left of each clustering, the number of Set 3.7 genes from k = 7 in each group is indicated. Across clusterings, the highest average silhouette score is found for the most 3.7-like sets of genes. (B) Summary of the results of the functional enrichment analysis on the RNA-seq Set 1, Set 2 and Set 3 results. The GO terms displaying an enrichment p value lower than 10E − 10 were kept for analysis with the REVIGO tool. REVIGO aggregates synonymous GO terms and displays the aggregated terms as circles where the distance among circles indicates their similarity within the GO structure and their color indicates the associated p value, with blue signifying the lowest p values. Selected GO terms with highest p values are shown with the circle aggregates. Below, the highlighted GO terms have been listed with their associated p values with a log10 scale. (C) Gene-expression patterns post-PH in the KEGG cell-cycle pathway. The gene nodes in the KEGG cell-cycle pathway were colored using the “pathview” R package. Set 1 genes are colored gray, Set 2 genes are colored yellow, and Set 3 genes are displayed as a heat map that shows the relative transcript abundance between 0 h and 4 weeks post-PH from Fig. 2a. For the twenty-seven KEGG cell-cycle pathway nodes shared by multiple genes only the pattern for a representative gene (identified in Additional file 2: Figure S2d). (D) Selection of the representative gene within shared KEGG cell-cycle nodes. The names of the shared KEGG cell-cycle nodes are indicated with the node-associated genes indicated with their respective RNA-Seq set. Within nodes, genes with differential expression post-PH were favored. Otherwise genes with the highest gene expression within a node were selected. The final selections are highlighted in green.

Les villes occidentales sont développées autour de la mobilité automobile pouvant amener une forme de dépendance automobile (Dupuy, 1999; Graham & Marvin, 2001; Newman & Kenworthy, 1989). Dans une telle société, le fait de ne pas posséder de voiture peut même être lié à une forme d’exclusion sociale (RAC, 1995; Schönfelder & Axhausen, 2003). Nous nous intéressons aux mobilités et à la perception du territoire des individus provenant de ménages non motorisés à l’échelle de la vie quotidienne dans une ville plus ou moins dépendante à la voiture. Ce groupe cible est pertinent, car il subit plus directement les effets pervers de la dépendance automobile, mais de plus, ne possédant pas de voiture, ils sont plus touchés par les divers instruments de politique publique (Baxter-Moore, 1987; Hood, 1983; Howlett, 2005; Lascoumes & Le Galès, 2004; Štefančić, Krobot, & Hrženjak, 2012) qui matérialisent et opérationnalisent les politiques de mobilité : réseaux cyclables, réseaux de transports collectifs, système d’auto partage, etc., car souvent ils dépendent de ceux-ci pour leur mobilité effective. Notre recherche examine la mobilité de ces ménages et les solutions d’action publique qui pourraient aider ceux qui font le pari de ne pas posséder de voiture individuelle. Nous comparons les contextes nord-américain (ville de Québec) et européen (Strasbourg). Pour ce faire, nous mettons en œuvre un dispositif d’enquête de méthodes mixtes, une approche qui prend en considération les données recueillies à partir d’un point de vue quantitatif (données sur la dépendance automobile) ainsi que d’un point de vue qualitatif (perception des ménages non motorisés et politiques publiques) (Johnson, Onwuegbuzie, & Turner, 2007). Nous avons interviewé 57 ménages non motorisés dressant le portrait de leurs pratiques de mobilité. Nous avons aussi exploré avec eux le potentiel d’exclusion sociale liée au fait de ne pas avoir de voiture. Dans ce papier, nous présentons la méthodologie utilisée, dont le recrutement en utilisant Facebook, ainsi que les résultats initiaux de notre analyse lexicométrique des entretiens et les prochaines étapes de la recherche afin de produire un indice de dépendance automobile lié au territoire.

In this report the research team from the 2035 Urban Charging Research Project from the Swiss Federal Institute of Technology Lausanne (EPFL) presents a list of potential electric vehicle charging solution that could be implemented by 2035 in urban settings. Based on the evaluation by a host of EPFL related experts from various fields including engineers, economists, architects-planners, transport specialists, sociologists and geographers the team generated a list of the most solutions most likely to be implemented and widely used.

Exposé magistral de 90 minutes sur les partenariats public-privé (PPP) dans le cadre d’un cours obligatoire de 2e année du programme de baccalauréat en Administration publique de l’Université d’Ottawa PAP 2700 Principes et enjeux de l’Administration publique

Plusieurs villes d’Europe et d’Amérique se sont récemment dotées de nouveaux systèmes de train léger sur rail. On parle d’ailleurs d’une renaissance de ce mode de transport. Cette infrastructure mouvante et très visible donne un sens de dynamisme et de modernité aux villes qui l’ont implanté. Mais ces projets nécessitent d’énormes investissements et dans le contexte économique actuel, il semble difficile de réaliser ces projets sans l’apport financier du secteur privé. La plupart des nouveaux systèmes sont donc réalisés en partenariat public-privé (PPP). Le choix de ce mode de réalisation a certainement des effets au niveau de la gouvernance de ces projets. Cet essai critique sur la gouvernance des projets de transport en commun en mode PPP est réalisé dans le cadre du cours PAP 6502 Gouvernance démocratique. Méthodologie : Il s’agit d’une analyse critique de multiples aspects de gouvernance qui sont affectés par le mode de gestion en PPP des projets de transports en commun réalisée à l’aide d’une revue de littérature sur la gouvernance de tels projets dans plusieurs villes dont Vancouver, Porto Allegre et Londres. Résultats, leçons tirées : La revue de littérature permettra de dévoiler les motivations derrière le choix du mode de développement en PPP pour les projets de transports en commun. Elle permettra aussi d’explorer quelles sont les différences entre les attentes et les résultats pour certains de ces projets. Finalement, notre analyse se portera sur les aspects démocratiques de ce type de gouvernance. Conclusion : Bien que la plupart des cas analysés soient considérés comme des réussites, nous démontrons que les projets ne répondent qu’en partie aux attentes initiales et qu’ils souffrent généralement d’un « déficit démocratique

By the simple fact of not owning a private automobile, some households are already experiencing sustainable mobility. They rely on public transportation networks, cycling and car sharing and tend to travel less than car-owning households. However, current sustainable mobility policies often do not take into account these kinds of households, focussing instead on convincing car owners to shift in their modal behaviours. We examine the mobility behaviours of non-motorized households living in several car-dependent Western Cities and consider ways to make public policies more just towards them. We consider this group as an everyday example of sustainable mobility and examine policy solutions that could make it easier for those foregoing private car ownership. We compare the similarities and differences between North American and European households by surveying households in Quebec City (Canada) and Strasbourg (France). In total we interviewed 57 households to describe their mobility behaviour and find out from them what policies are missing. We also inquired about social exclusion associated with their lack of private vehicles in a car-dependent society. In this paper we present our initial findings regarding what our interviewees suggest to improve public policy concerning their sustainable mobility. We also expose their ideas of a perfect world for non- motorized households.

In Switzerland, walking accounts for 30% of trips and 44% of single-mode episodes. This is higher than in many countries but does not account for walking distances or durations, which tend to be short according to evidence from North America. This contribution investigates distances and times at which walking peters out, comparing Switzerland, Canada and the USA. We used the 2010 Swiss mobility and transport micro-census, a country-wide representative sample of 62'868 residents who underwent a telephone and computer-assisted interview relating to their mobility behaviour on a single day. We extracted single-mode walking episodes, excluding those starting and terminating at home. Results: in Switzerland, among the 66'090 identified single-mode walking episodes, 45% were leisure-related. Mean and median values differed considerably due to negative exponential distributions. Mean values were around 550-930 metres for most types of destination; only leisure-related walks were significantly longer, at 1.8 km (overall average: 1.3 km). Mean walking time was 20 minutes, strongly influenced by leisure-related walking whose duration (33 minutes) was 2-3 times higher than for other motives. Mean walks to work took six-and-a-half minutes, over 581 metres; shopping-related walks averaged 9 minutes for 613 metres. In Halifax, a county-sized municipality in Canada, Millward et al. (2013) found mean values for single-episode walking of 9 minutes for 670 metres. The 25th, 50th (median) and 75th percentiles were 3, 6 and 12 minutes, for respectively 230, 480 and 860 metres. Corresponding values in Switzerland were 5, 10 and 20 minutes, for 300, 600 and 1500 metres, respectively. Investigation of USA-wide travel survey results (Yang and Diez-Roux, 2012) yielded mean and median walking distances (all purposes combined) of respectively 1.13 km and 800 m, with mean and median durations of around 15 and 10 minutes, respectively. However, the USA data included walks originating and finishing at home, which tend to be longer. Conclusions: in all three countries, half of all walking trips are under the 500-800 metre mark and last less than 6-10 minutes. Policy implications: up to now, the global walking-promotion agenda has concentrated on increasing mode shares; this research suggests that emphasis should be put on increasing walking times and distances, especially for non-leisure destinations. Municipalities require the support of other policy levels to answer this challenge.

Depuis la démocratisation de l’automobile, les villes occidentales sont développées autour des accessibilités automobiles, ce qui a entraîné la dépendance automobile. Dans une telle société, le fait de ne pas posséder de voiture peut mener à une forme d’exclusion sociale. Dans cet article, nous nous intéressons aux mobilités et à la perception du territoire des individus provenant de ménages non motorisés à l’échelle de la vie quotidienne. Notre objectif étant de développer un nouvel outil permettant de mieux cerner la dépendance automobile grâce à un indicateur géolocalisé.

Saint-Gobain’s Multi-Comfort approach (2017) promotes the importance of four criteria that can ensure comfort in the built environment: thermal, acoustic, visual and air quality comforts. Although this approach is transversal, other aspects that relate to comfort as experienced in the work place could still be added to make the approach even more comprehensive. This report presents the results of the Multi-Comfort workshop that was run by the Urban sociology lab (LaSUR) from École polytechnique fédérale de Lausanne.

Les villes occidentales sont développées autour de la mobilité automobile pouvant amener une forme de dépendance automobile. Dans une telle société, le fait de ne pas posséder de voiture peut même être lié à une forme d’exclusion sociale. Nous nous intéressons aux mobilités géographiques des individus provenant de ménages non motorisés à l’échelle de la vie quotidienne dans une ville plus ou moins dépendante à la voiture. Ne possédant pas de voiture, certains ménages vivent déjà un mode de mobilité durable se réalisant grâce aux transports publics, au vélo, à la marche et à l’autopartage. Pourtant, les politiques publiques de mobilité ne prennent habituellement pas en compte ces individus. Notre recherche examine la mobilité de ménages non motorisés et examine les solutions d’action publique qui pourraient aider ceux qui font le pari de ne pas posséder de voiture individuelle. Nous comparons les contextes nord-américain (ville de Québec) et européen (Strasbourg). Nous avons interviewé 57 ménages non motorisés dressant le portrait de leurs pratiques de mobilité et des politiques publiques qui pourraient leur être favorable. Nous avons aussi exploré avec eux le potentiel d’exclusion sociale liée au fait de ne pas être motorisé. Dans ce papier, nous présentons la méthodologie utilisée, dont le recrutement en utilisant Facebook, ainsi que nos résultats initiaux et recommandations de politiques publiques afin de soutenir ce comportement durable.