Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation最新文献

{"title":"Are river ports following the trend toward concentration initiated by seaports? Reflexion about recent evolutions of containerized cargo on the Rhine","authors":"A. Beyer","doi":"10.46298/cst.12124","DOIUrl":"https://doi.org/10.46298/cst.12124","url":null,"abstract":"The paper analyses the consequences of massification in container transport on the Rhine. In the 1990’, increasing traffic had a positive effect that helped its development. The expanding transport demand induced more frequent departures and at the same time lowered the cost by the use of high capacity barges. The new growth level that has been reached can explain why port concentration might now take place (as with deep-sea container business) despite the limited scale economies of barge shipping already attained. Such an evolution has been opposed for a long time by the dominating barge operators. In such a respect, they were against any influence of maritime actors, more inclined to establish a hierarchical pattern. Emerging transport patterns like transferia and megaports are now seriously taken in account. The various projects under construction are now gaining momentum. They are contributing to a closer cooperation among the barge companies and between barge companies and the maritime firms. One sign of such a change would be the emergence of a main hub located on the Lower Rhine.\u0000 L’article analyse les évolutions induites par la massification croissante des flux de conteneurs sur l’organisation du transport fluvial rhénan. Au cours des années 1990, une première phase de développement des trafics avait eu un effet vertueux sur l’offre de transport, dans la mesure où les volumes justifiaient des rotations régulières et l’emploi d’unité plus capacitaires. Aujourd’hui, les conditions semblent réunies pour que s’opère une seconde mutation au profit de grandes plates-formes de concentration des flux (transferium et megaport). Leur mise en place répond au souci de désaturation des terminaux maritimes par un traitement massifié en amont. Cette exigence portée de longue date par les acteurs maritimes s’était jusque-là heurtée à l’opposition des opérateurs fluviaux, soucieux d’éviter toute rupture de charge supplémentaire. La maîtrise organisationnelle des trafics (barges et terminaux) qui fait la singularité du Rhin leur avait permis de contenir cette évolution. L’intensification des flux et leur concentration croissante sur le Rhin inférieur et dans le Delta, sont autant de facteurs de rupture que renforce encore l’émergence d’un puissant acteur fluvial avec la reprise par Rhenus des actifs fluviaux de Wincanton en août 2011.","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"42 8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130955164","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Modelling residential mobility towards a microsimulation of evolutions for populations","authors":"E. Cornélis, J. Barthélemy, Xavier Pauly, F. Walle","doi":"10.46298/cst.12121","DOIUrl":"https://doi.org/10.46298/cst.12121","url":null,"abstract":"Which are the determinants of residential mobility in Belgium? When moving, which are the factors impacting the choice of a new municipality for residence? These are the core questions within the MOBLOC project. In this framework a model was developed with two parts: a propensity to move model and a location model. The goal being to work at a fine spatially disaggregated level (589 Belgian municipalities) micro-simulation tools are also needed. The new method developed by the GRT for building synthetic populations together with techniques for simulating the evolutions of these populations along time are therefore quite useful. So together these tools and the developed models allow to undertake prospective studies and to estimate trends in residential locations for Belgium in the future on a quite accurate geographical meshing. In this paper, we mainly focus on developed methodologies and built models.\u0000 Quels sont les déterminants de la mobilité résidentielle en Belgique ? Quand on déménage, quels sont les facteurs de choix d’une nouvelle commune de résidence ? Telles étaient les questions au cœur du projet MOBLOC. Dans ce cadre, un modèle a été développé en deux parties : un modèle de propension à migrer et un modèle de choix de nouvelle localisation. L’objectif étant de travailler avec un niveau de désagrégation spatiale fin (les 589 communes belges), des outils de micro-simulation étaient également nécessaires. La méthode originale développée par le GRT pour créer des populations synthétiques est donc utile de même que des techniques pour faire évoluer ces populations dans le temps. Ainsi, ces outils et les modèles développés permettent de réaliser des études prospectives et d’estimer les évolutions futures des localisations résidentielles en Belgique sur un maillage géographique fin. Dans cet article, nous présentons principalement les méthodologies développés et les modèles mis au point.","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131683440","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Public transportation and real estate valuation: case study of Fès","authors":"Youssef Tachfine, Ahmed Rhellou","doi":"10.46298/cst.12122","DOIUrl":"https://doi.org/10.46298/cst.12122","url":null,"abstract":"The aim of this paper is to assess the role of public transport in localization choices of households living in Fez, a city in the North-east of Morocco. We test if the proximity of the bus network is valued positively in the real estate (property) business prices. Based on a hedonic model applied to the market segment of \"modern Moroccan houses\", the study shows that it is possible to consider public transport as a factor enhancing the urban real estate business. More precisely, it is the quality of the public transport supply which allows such effect. An analysis of declared choices corroborated the results of the first approach. Overall, the research results foreground the role of public transport in urban planning policies.\u0000 L'objectif de cet article est d'évaluer l’importance du transport collectif dans la localisation résidentielle des ménages de l'agglomération de Fès (ville au Nord-est du Maroc). La démarche consiste à voir si la proximité du réseau bus est valorisée positivement dans les prix immobiliers. L'étude montre qu'il est possible à partir d'un modèle hédonique portant sur le segment de marché des « maisons marocaines modernes » de considérer le transport en commun comme un facteur valorisant de l'immobilier urbain. Mais c'est surtout la qualité de l’offre de transport collectif qui permet cette valorisation. Une analyse des choix déclarés permet de corroborer les résultats de la première démarche. Dans l'ensemble, la recherche suggère l'utilisation du transport en commun dans les politiques d'aménagement urbain.","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"49 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128059074","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Reasons and practice of the intensive commuters. Travel time, between imposed time and chosen time","authors":"Stéphanie Vincent Geslin, I. Joly","doi":"10.46298/cst.12118","DOIUrl":"https://doi.org/10.46298/cst.12118","url":null,"abstract":"National audience\u0000 Using a mixed approach, this article explores the reasons that lead some individuals to dedicate a considerable amount of time to their daily mobility. In the literature on the subject, travel time is typically considered useless, unproductive time -and even the worst time of the day. Given this, the behaviour of extreme commuters (those who travel more than two hours a day) must be reassessed, or, at the very least, a counter-example of this conception of travel time offered. To begin, a quantitative analysis of travel time budgets (TTBs) in eight cities (Bern, Brussels, Geneva, Grenoble, Lyon, Rennes, Strasbourg and Zurich) explores travel time in these cities using duration models. An initial finding confirms that approximately 20% of those surveyed in each city can be considered “extreme commuters” (more than 100 minutes). The estimated duration model then suggests that the behavior of these individuals is atypical in a way that cannot solely be explained by the characteristics referenced in studies on mobility. We then present the findings of our qualitative interviews with individuals whose TTBs are greater than two hours. A variety of dimensions illustrates the choices and/or obligations that lead to extreme TTBs. This qualitative sociological approach rounds out the quantitative econometric approach and points to the fact that the allocation of travel time budgets is not only determined by the activity at the destination or mode of transportation, but by other factors such as personal convictions, interactions with other members of the household, the perception of transportation time, etc. Most notably, transportation time can be perceived as hedonistic.\u0000 Cet article étudie les raisons conduisant certains individus à consacrer des temps importants à leur mobilité, par une approche mixte, en mobilisant les méthodologies quantitatives et qualitatives. Dans la littérature, le temps de trajet est traditionnellement considéré comme un temps inutile et non-productif, voire comme le pire temps de la journée. Dans ces conditions, le comportement des pendulaires intensifs qui passent plus de deux heures quotidiennes à se déplacer, constitue sinon une remise en question, du moins un contre-exemple à cette conception du temps de trajet. Tout d'abord, une analyse quantitative des budgets-temps de transport (BTT) dans huit villes (Berne, Bruxelles, Genève, Grenoble, Lyon, Rennes, Strasbourg et Zurich) explore les temps de transport dans ces villes par la méthode des modèles de durées. Un premier résultat est qu’environ 20 % des individus de l'échantil­lon de chaque ville font face à des déplacements de longue durée (plus de 100 minutes). Ensuite, le modèle de durées estimé suggère un comportement atypique de ces individus, qui n’est pas explicable uniquement par leurs caractéristiques renseignées dans les enquêtes de mobilités. Ensuite, les résultats des entretiens qualitatifs d’individus, dont les BTT sont supérieurs à deux heures,","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-03-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115729229","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Territorial Attractiveness, Logistical Facilities And Sustainable Development","authors":"S. Masson, R. Petiot","doi":"10.46298/cst.12115","DOIUrl":"https://doi.org/10.46298/cst.12115","url":null,"abstract":"Logistics experiences a large development and wide transformations for twenty years. The physical operations are located within actual hubs of the logistical schemes. These facilities constitute a recent theme of public intervention and land use planning. Logistical platforms are considered by local authorities like one of the factors of the territorial attractiveness for economic activities location, as one of the factors of the orientation of the traffic flows and the (in)direct creation of jobs. However, the efforts of the local authorities to attract the logistical activities can be translated by a spatial spreading of these activities in contradiction with both the aims of logistical performance and sustainable development. So, it seems convenient to consider the definition of territorial logistical governance which results from the trade off between logistical spatial equity, logistical performance and sustainable environment.\u0000 La logistique connaît un fort développement et de profondes mutations depuis une vingtaine d’années. Les opérations logistiques physiques sont localisées au sein de plates-formes logistiques, véritables nœuds des schémas logistiques. Ces plates-formes constituent un champ relativement récent d’intervention publique et d’aménagement du territoire. Les collectivités locales y voient un facteur d’attractivité territoriale pour l’implantation des activités économiques comme pour l’orientation des flux de trafic et la création directe et indirecte d’emplois. Cependant, les efforts des collec­tivités pour attirer les activités logistiques peuvent se traduire par un essaimage de ces activités en contradiction avec les objectifs de performance logistique et de développement environnemental durable. Ainsi, il apparaît opportun de s’interroger sur la définition d’une gouvernance logistique terri­toriale. Celle-ci doit arbitrer entre l’équilibrage des potentialités de dévelop­pement et cohérence territoriale, la performance logistique et le développe­ment environnemental durable.","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"98 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-03-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132793842","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Evaluation of maritime transportation activities in the Canadian Arctic","authors":"J. Pelletier, Emmanuel Guy","doi":"10.46298/cst.12114","DOIUrl":"https://doi.org/10.46298/cst.12114","url":null,"abstract":"This paper aims to provide a better understanding of maritime transport activities in the Canadian Arctic and its evolution since 2002. The methodology is original in the sense that it proposes a threefold analysis based on three different indicators. As well as using the two most common indicators (number of trips to the Canadian Arctic and number of trips within the Canadian Arctic), this contribution is amongst the first attempts to quantify maritime transportation activities in the Canadian Arctic in terms of distances travelled by vessels within the area. This quantification of Canadian Arctic shipping traffics in actual nautical miles travelled partially fills the information gaps resulting from the use of the first two indicators. Indeed the information is necessary for future more accurate evaluation of the footprint of maritime transport on the Canadian Arctic environment and to better understand the risks of navigation in this region. Furthermore, the results detail the nature of the rapid growth in commercial shipping within the Canadian Arctic in recent years.\u0000 La présente contribution vise à fournir une meilleure compréhension de l’évolution des activités maritimes en Arctique canadien entre 2002. Il s’agit d’une analyse originale puisqu’elle permet de le faire sous trois angles, ou indicateurs, différents. En plus des deux indicateurs le plus souvent utilisés (nombre de voyages vers l’Arctique canadien et nombre de voyages en Arctique canadien), la présente constitue une des premières tentatives pour quantifier l’ampleur du trafic maritime en Arctique canadien et son évolution en fonction des distances parcourues par les navires. Cette analyse comble en partie les lacunes générées par l’utilisation de données relatives au nombre de voyages. En effet, la quantification des trafics en Arctique canadien en termes de milles marins pourra mener à un calcul de l’empreinte du transport maritime sur l’environnement arctique et ainsi mieux cerner les risques de la navigation. Qui plus est, la compilation réalisée détaille la nature de la croissance rapide dans les dernières années de la navigation commerciale dans l’Arctique canadien.","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-03-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130266704","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Selective social polarisation around the extended lines of the Paris subway network","authors":"Miguel Padeiro","doi":"10.46298/cst.12117","DOIUrl":"https://doi.org/10.46298/cst.12117","url":null,"abstract":"This paper explores the social composition changes within the households living near the extended Paris metro lines in the suburbs, between 1990 and 1999. We want to know how and to what extent the directly connected suburbs are socially specialized, using data from the Population Census, and in particular socio-economic and family variables. The analysis around metro stations reveals distribution gradients of households by a double cleavage affluent groups/working classes and large households/small households. In the second step, we question the role of social housing and constraint acceptance of living space in these distributions. Both introduce a bias in the gradient, reflecting their status as a leverage to approximate households relative to the nodes of the network.\u0000 Cet article explore le lien entre les lignes prolongées du métro parisien en banlieue et la composition sociale des ménages résidents. Nous cherchons à savoir comment et dans quelle mesure les quartiers suburbains directement reliés à Paris sont socialement spécialisés, puis nous déterminons les biais introduits par la structure du parc immobilier. À partir des données du recensement de la population (1999), et en particulier de variables socio-économiques et de variables familiales, nous montrons que la spécialisation sociale des quartiers accessibles n'est pas seulement le fait des catégories sociales, mais aussi, et surtout, de la position des ménages dans le cycle de vie. Nous faisons enfin apparaître le rôle déterminant du parc immobilier, à partir d'une comparaison des gradients puis d'analyses de régression linéaire.","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"36 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-03-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123041242","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Convenience ensued from proximity: a new analysis framework for Japanese distribution system","authors":"Claire Capo, O. Chanut","doi":"10.46298/cst.12116","DOIUrl":"https://doi.org/10.46298/cst.12116","url":null,"abstract":"Research on proximity has been evolving deeply in the past twenty years. Recently, a new interest in proximity-oriented retailing concepts appeared in France from both researchers and big retailers. This interest ensued from a large scale general merchandising stores crisis and the consumers’ tendency to return to more local stores. Big retailers tend to develop new city stores. Representing a widely spread concept of city centre small stores in numerous countries, convenience stores (CVS) are source of inspiration. In their most innovative forms like the ones in Japan (CVSJ), the CVSs use at the most the potential created by their to consumers but also to their distribution channel members. They propose a distinctive offer to consumers (service-oriented offer) and an original supply chains’ organization. The CVSJs are analysed through both proximity and convenience literature and more especially Bergadaa and Del Bucchia (2009) framework on proximity’s’ dimensions. CVSJ’s concept obtains its originality and efficiency in the Japanese context thanks to a combination of tools, organizational choices and general man­agement principles that each participates to intensify different dimensions of proximity. To conclude, CVSJs’ transferability to France will induce a lot of questions, especially when the Japanese system relies on the strength and the role of wholesalers.\u0000 La vigueur de la littérature sur la proximité va de pair avec l’intérêt que lui portent les professionnels, particulièrement dans le domaine de la distribu­tion. En France, les grandes enseignes alimentaires cherchent en effet à renouer avec la proximité par l’introduction de nouveaux concepts de maga­sins de centre-ville. Ils peuvent s’inspirer en partie du modèle d’affaires des convenience store et en particulier des convenience store japonais (CVSJ) qui constituent une référence, tant pour l’offre distinctive qu’ils proposent au consommateur (distribution servicielle) que pour ce qui concerne l’organi­sation amont du canal. La revue de littérature sur les concepts de proximité et de convenience nous amène dans cet article à revisiter le modèle japonais des convenience stores en utilisant la grille de lecture des dimensions spatiales et non spatiales de la proximité issue des travaux de Bergadaà et Del Bucchia (2009). La combinaison d’outils de gestion, de choix organisa­tionnels et de principes de management étudiés dans le cas des CVSJ agit sur les différentes dimensions de la proximité pour créer un concept de distribu­tion innovant et adapté au contexte japonais. La question de la transférabilité en France du modèle japonais au travers de l’adaptation de cette combinai­son managériale se posera de façon d’autant plus cruciale qu’un acteur central du modèle japonais, le grossiste, n’a pas en France le poids de son homologue japonais.","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-03-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115466948","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The French carbon tax system : a failure compared to the swedish example? The case of road freight transport","authors":"Pétronille Harnay","doi":"10.46298/cst.12184","DOIUrl":"https://doi.org/10.46298/cst.12184","url":null,"abstract":"Launched within the French PLF in 2010 in the form of a Contribution Climat-Energie, the carbon tax has now been withdrawn. Without mentioning the political reasons for the law’s repeal, we will examine the ecological and economic efficiency that this new tax could have had in particular as carbon taxation has been successfully introduced in Sweden. Taking the example of freight road transport, which was a particular focus of the law, we refer to the swedish example, the advice of experts (through different simulations stemming from macroeconomic models, or the recommendations of the Rocard Commission), and from actors concerned (loaders, truckers, unions). The carbon tax was rejected by a majority of the freight road transport sector, largely because, according to them, it targeted their competitiveness and related to an over taxation of the sector. Was it withdrawn advisedly?\u0000 Insérée au sein du projet de loi de finances (PLF) français 2010 sous la forme d’une Contribution Climat-Energie (CCE), la taxe carbone en fut ensuite retirée. Sans s’attarder sur les raisons politiques de ce retrait, c’est sur l’efficacité qu’elle aurait pu avoir tant sur le plan écologique qu’économique que nous nous interrogeons. Prenant l’exemple du transport routier de marchandises (TRM) spécifiquement visé par la loi, nous nous référons aux prévisions des experts (via différentes simulations réalisées à partir des modèles macroéconomiques, ou les préconisations de la commission Rocard), et aux discours des acteurs français concernés (chargeurs, transporteurs, fédérations,…). La taxe carbone si majoritairement rejetée par ces derniers au nom d’une atteinte de leur compétitivité et d’une surfiscalisation du secteur a t-elle été abrogée à bon escient?","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-03-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128345962","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Standard contracts in the ground transport. Introduction","authors":"Isabelle Bon-Garcin","doi":"10.46298/cst.12108","DOIUrl":"https://doi.org/10.46298/cst.12108","url":null,"abstract":"","PeriodicalId":391034,"journal":{"name":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation","volume":"58 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-11-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121232915","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}