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Journal articles on the topic 'Infrastructures de transport – Environnement'

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Published: 1 June 2024

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1

Tacnet, Jean-Marc, Elodie Forestier, Eric Mermet, Corinne Curt, and Frédéric Berger. "Résilience territoriale : du concept à l'analyse d'infrastructures critiques en montagne." La Houille Blanche, no. 5-6 (October 2018): 20–28. http://dx.doi.org/10.1051/lhb/2018047.

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En montagne, les routes et les infrastructures de transport sont essentielles d'un point de vue économique, social, environnemental et sécuritaire mais également fortement exposées aux phénomènes naturels : les effets indirects dus aux pertes des fonctions de liaison assurées par ces infrastructures critiques s'avèrent très dommageables pour les territoires. Actuellement, la plupart des analyses de risque se concentrent cependant sur des études locales en considérant quasi exclusivement des aspects de vulnérabilité directe liés aux dommages causés aux personnes, biens, infrastructures. À l'échelle territoriale, d'autres techniques permettent de considérer les vulnérabilités indirectes et quantifier la vulnérabilité et la résilience territoriale. Cet article décrit puis discute tout d'abord le concept de résilience avant de proposer une méthodologie appliquée à l'analyse de territoires et de réseaux de transport.Pour ce faire, l'analyse des propriétés structurelles des réseaux combine l'analyse spatiale et la théorie des graphes pour produire des indicateurs structurels évaluant l'importance, la criticité de sections de route mais aussi l'accessibilité de territoires dans le contexte de risques naturels. L'indicateur de centralité, par exemple, évalue le niveau d'utilisation d'une route pour accéder à tout point du territoire (une mesure de l'importance). L'évolution de l'indicateur d'éloignement moyen (topologique) quantifie la difficulté d'accès aux points du territoire sur la base des contraintes sur le réseau liées aux phénomènes naturels. GeoGraphLab (GGL) est un nouveau logiciel libre qui utilise cette méthodologie pour l'analyse d'infrastructures de réseaux. En utilisant ces techniques, les réseaux sont étudiés pour plusieurs scénarios d'exposition et de défaillance pour évaluer leur vulnérabilité et la résilience territoriale quantifiée à partir des variations relatives d'indicateurs structurels.

2

Bailly, Antoine, and Gérard Widmer. "Grandes infrastructures et environnement urbain." Espaces et sociétés 95, no. 4 (1998): 60. http://dx.doi.org/10.3917/esp.g1998.95.0060.

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3

Beauchesne, David, Cindy Grant, Dominique Gravel, and Philippe Archambault. "L’évaluation des impacts cumulés dans l’estuaire et le golfe du Saint-Laurent : vers une planification systémique de l’exploitation des ressources." Le Naturaliste canadien 140, no. 2 (June 2, 2016): 45–55. http://dx.doi.org/10.7202/1036503ar.

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L’intensification de l’empreinte humaine dans l’estuaire et le golfe du Saint-Laurent impose une planification systémique de l’exploitation des ressources marines. Une évaluation régionale des impacts cumulés dans le Saint-Laurent demeure pourtant encore attendue. Un nombre important d’activités (p. ex. transport maritime, pêche, aquaculture) caractérise l’exploitation humaine du Saint-Laurent. Ces activités imposent plusieurs stresseurs environnementaux (p. ex. destruction de l’habitat) affichant un chevauchement spatial croissant. Individuellement, ils peuvent affecter la structure et le fonctionnement des écosystèmes. Imposés simultanément, les stresseurs peuvent agir en synergie et entraîner des effets non linéaires imprévisibles. Ces effets demeurent largement incompris et conséquemment ignorés lors d’évaluations d’impacts environnementaux, qui demeurent orientées sur des espèces ou secteurs uniques et l’approbation de projets. Plusieurs défis relatifs aux impacts cumulés dans le Saint-Laurent doivent être relevés : 1) améliorer l’état des connaissances des impacts de multiples stresseurs sur les écosystèmes, 2) améliorer l’applicabilité des méthodes d’évaluation d’impacts cumulés, 3) identifier des indicateurs d’impacts cumulés, 4) créer un protocole de suivi environnemental et d’impacts humains, et de partage de données et 5) développer une capacité de gestion adaptative pour le Saint-Laurent. La planification systémique de l’utilisation des ressources naturelles au sein du Saint-Laurent nécessitera une vision intégrative de la structure et du fonctionnement des écosystèmes ainsi que des vecteurs de stress qui leur sont imposés. Une telle approche ne sera réalisable que lorsque nous aurons développé les infrastructures et les outils nécessaires à une gestion écosystémique du Saint-Laurent.

4

Melay, Alexandre. "[TIMESCAPES]." HYBRIDA, no. 5(12/2022) (December 27, 2022): 176. http://dx.doi.org/10.7203/hybrida.5(12/2022).25383.

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Les photographies de la série [TIMESCAPES] portent un regard engagé vers la soif de domination que l’être humain produit sur son environnement, et qui ne cesse de définir ce début de XXIe siècle. Ces questionnements demeurent propres à l’extrême contemporain, avec l’impossibilité du paysage et la crise de l’urbanité, l’émergence de non-lieux et la tentative pour inventer des lieux où vivre, face à l’implacable déconstruction structuraliste du sujet. Le capitalisme, né de l’ère Anthropocène, ce « Siècle de l’Homme » initié avec la Révolution industrielle, a investi notre langage visuel dans lequel tout un imaginaire urbain s’est structuré, construit, architecturé, et où s’institue un système ayant recours à la réalité et à la fiction, entre réalité sociale et imaginaire poétique, entre documentaire et fiction. Un système dont les espaces-mondes créent des formes particulières, des formes esthétiques qui deviennent les cadres privilégiés de fictions représentatives de l’espace contemporain. En d’autres termes, cet extrême urbain contemporain né du Capitalocène se traduit par une urbanisation galopante de la planète, où les villes-mondes finissent par définir à elles seules de nouvelles formes de l’urbain. Tous ces non-lieux photographiques désignent des espaces-mondes, ce sont des images de territoires qualifiés d’intermédiaires ou d’intercalaires. À la fois constructions ou déstructurations démultipliées de l’environnement urbain, ces images donnent à voir un système particulier, celui d’un appareil de capture et de distribution des flux. Il s’agit de l’illustration de la technosphère qui désigne la partie physique de l’environnement affecté par les modifications d’origine anthropique, c’est-à-dire la totalité des constructions d’origine humaine, des premiers outils jusqu’aux dernières avancées technologiques, en passant par les infrastructures, les marchés industriels, les différents moyens de transport et l’ensemble des produits transformés. C’est ainsi que les changements de la Terre deviennent le reflet des changements de nos socie?te?s humaines. Ces espaces en mouvement perpétuel illustrent aussi le phénomène de l’accélération du temps et de ces dérives, sur des territoires en transformation constante, où l’éternité se manifeste uniquement à travers le changement ; puisque sans mouvement, il semble qu’à l’ère du Capitalocène, il n’y a point de devenir. Les effets extrêmes de la mondialisation redessinent ainsi aujourd’hui des centaines de villes ; vitrine du capitalisme débridé, ce qui surprend, c’est ce chaos constant dans chaque ville ; une révolution urbaine faite de constructions qui imposent une ségrégation socio-spatiale, entre densité et verticalité de l’urbanisme. Vision d’une croissance urbaine incontrôlée et abstraite, où chaque ville devient globale, mouvante et en perpétuel changement, prit dans le rythme effréné incontrôlable de l’urbanisation imposée par la globalisation du capitalisme. Les photographies aux compositions à la domination géométrique tendent vers l’abstraction, où les conditions de définition de l’abstrait sont la caractéristique même de l’accélération du monde ; car l’abstraction de la mondialisation et la rationalité du capitalisme représentent l’abstraction de la réalité matérielle associée aux échanges mondiaux dans laquelle le capital a atteint sa dématérialisation ultime. Une abstraction et une géométrisation de l’espace qui révèlent la prédominance de la pensée rationalisée, la grille étant un point d’appui dans une économie axée sur des procédures standards optimisées ; un dispositif formel qui devient l’un des symboles des principes de la raison instrumentale et de l’efficacité économique. En effet, la grille structure et (ré)actualise les relations avec les environnements, et ce faisant les rapports au monde. En installant un espace plat, lisse et infini, et alors même que l’e?tre humain ne semble toujours pas s’inquie?ter de son destin catastrophique dont il est l’obstine? ba?tisseur, les distances disparaissent, chaque position en vaut une autre, les différences culturelles s’estompent, l’individu finit par être aliéné et sa sociabilité appauvrie. Face à cela, l’urgence est de stopper les logiques de destruction qui sont à l’œuvre sur la planète, afin de réinventer la cohabitation du vivant à travers des mondes multiples et enchevêtrés, pour ainsi dépasser la tension entre l’environnement et l’être humain.

5

Gourmelon, Françoise, Mathias Rouan, and Jean Nabucet. "Infrastructures de données géographiques et observatoires de recherche en environnement." Revue Internationale de Géomatique 27, no. 3 (July 2017): 355–73. http://dx.doi.org/10.3166/rig.2017.00031.

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6

Mosleh, Araliya, José Correia, Diogo Ribeiro, and Anna M. Rakoczy. "Advanced Railway Infrastructures Engineering." Applied Sciences 12, no. 5 (February 22, 2022): 2303. http://dx.doi.org/10.3390/app12052303.

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7

Matheu, Michel. "Le financement des infrastructures de transport." Revue d'économie financière 51, no. 1 (1999): 137–56. http://dx.doi.org/10.3406/ecofi.1999.3374.

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8

Blanquart, Corinne. "Quelle tarification des infrastructures de transport ?" L Economie politique N° 76, no. 4 (2017): 61. http://dx.doi.org/10.3917/leco.076.0061.

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9

Biaunier, Joris, Virginie Billon, Vincent Breton, Anne Petit, and Caroline Dechaume-Moncharmont. "Renouées asiatiques et infrastructures de transport." Sciences Eaux & Territoires Numéro 27, no. 1 (2019): 44. http://dx.doi.org/10.3917/set.027.0044.

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10

Marais, Juliette. "PREDISSAT, comment évaluer la disponibilité satellitaire en environnement transport ?" Recherche - Transports - Sécurité 22, no. 88 (September 30, 2005): 175–87. http://dx.doi.org/10.3166/rts.88.175-187.

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11

Porro, R. P., J. O´Donovan, and Z. Li. "Impact of climate change on underground transport infrastructure." IOP Conference Series: Earth and Environmental Science 1337, no. 1 (May 1, 2024): 012029. http://dx.doi.org/10.1088/1755-1315/1337/1/012029.

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Abstract Globally, underground transport infrastructures in many countries face significant challenges owing to extreme weather events, such as heavy rainfall, extreme temperature changes, and rising sea levels. Consequently, it is critical to perform a comprehensive examination of the diverse effects of these climatic phenomena on underground transport infrastructures and their ability to mitigate such consequences. This study focuses on assessing the impact of climate change on underground transport infrastructures using innovative monitoring tools. Wireless sensor networks (WSNs) and do it yourself (DIY) drones will be deployed to monitor these assets to detect potential problems at an early stage. This approach involves collecting real-time data through WSNs and capturing high-quality images using drone flights. The objective is to achieve an efficient response to extreme weather events and to enhance our understanding of the impact of climate change on underground transport infrastructures.

12

Leclerc, Richard. "Le campus de l'Université Laval : lieu de modernisation d’une institution universitaire catholique et du Québec." Articles 79, no. 2 (September 26, 2013): 41–54. http://dx.doi.org/10.7202/1018593ar.

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Pour développer les activités de l’Université Laval et moderniser ses infrastructures, afin d’offrir à ses étudiants et à ses professeurs un environnement d’enseignement et de recherche de qualité, ses dirigeants décident de créer une Cité universitaire en 1945. Ce projet visant à déménager l’Université, qui est à l’étroit dans ses bâtiments du Vieux-Québec, vers un campus moderne localisé en banlieue de Québec constitue un exercice mené par l’Église catholique ayant contribué à la modernisation de la société québécoise. De plus, la Cité universitaire a eu un impact sur l’aménagement du territoire et le développement économique de la ville de Québec.

13

Coppola, Pierluigi, Luigi Dell'Olio, and Angel Ibeas Portilla. "Rediscovery the social role of transport infrastructures." Transportation Research Part A: Policy and Practice 125 (July 2019): 169–70. http://dx.doi.org/10.1016/j.tra.2018.10.007.

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14

de Rus, Ginés, and M. Pilar Socorro. "Pricing and investment in alternative transport infrastructures." Transportation Research Part A: Policy and Practice 119 (January 2019): 96–107. http://dx.doi.org/10.1016/j.tra.2018.10.040.

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15

Brocard, Madeleine, and Samuel Deprez. "Transport de marchandises et environnement urbain. Chronique d'une difficile conciliation." Géographes associés 24, no. 1 (2000): 163–69. http://dx.doi.org/10.3406/geoas.2000.2171.

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16

Büscher, Christian, Michael Ornetzeder, and Bert Droste-Franke. "Converging infrastructures." TATuP - Zeitschrift für Technikfolgenabschätzung in Theorie und Praxis 29, no. 2 (July 17, 2020): 10–51. http://dx.doi.org/10.14512/tatup.29.2.10.

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Converging infrastructures illustrate the complexity of the processes involved in both operational sector coupling and socio-technical sector integration. What consequences of this development can technology impact research estimate today and what difficulties will arise in doing so? This article introduces the TATuP special topic as well as the individual contributions and also addresses socio-political aspects, beyond the usual questions of technical feasibility and efficiency: What strategies are developed to initiate and control comprehensive change? What are the mechanisms to maintain the ability to act despite great uncertainties for all those concerned with future converging infrastructures for energy, transport, and heating/cooling. The interdisciplinary approach to the topic focuses on three central “socio-technical problems” and gives a first insight into the conditions under which converging infrastructures emerge and what consequences these processes might have.

17

Büscher, Christian, Dirk Scheer, and Lisa Nabitz. "Future converging infrastructures." TATuP - Zeitschrift für Technikfolgenabschätzung in Theorie und Praxis 29, no. 2 (July 17, 2020): 17–23. http://dx.doi.org/10.14512/tatup.29.2.17.

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The process of converging infrastructures – the integration and coupling of the energy, transport, heating and cooling sectors – challenges technological paradigms and economic structures as well as patterns of individual and collective action. Renewable energy sources (RES), physical and digital networks, and new market opportunities promise more efficient use of energy and reduced emissions. However, every technological solution creates new problems. Therefore, we propose to analyze possible developments by exposing socio-technical problems. This contribution analyses recent studies drawing on sector coupling and assesses the consequences of converging infrastructures.

18

Plasencia-Lozano, Pedro. "An Ex Ante Analysis of the Planned Transportation Network in the Region of Extremadura (Spain) by Using Physical Parameters." Sustainability 13, no. 11 (May 25, 2021): 5947. http://dx.doi.org/10.3390/su13115947.

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Some relevant transport infrastructures are expected to be built in Extremadura, a Spanish region. Future investments could transform the regional transportation system and therefore could act as an important lever for economic and social change. The text describes the current situation and also the planned infrastructures, and an ex ante study is developed. The research has set the deficiencies of Extremadura in terms of transportation network, but current planning proves that the rail and airport infrastructures in Extremadura are set to involve a significant change of model. Moreover, the importance of taking into consideration the transport planning documents of neighboring countries in the transport analysis of bordering regions and the negative consequence of designing national and regional transport plans without considering the neighboring plans have been described.

19

Riou, Stéphane. "How growth and location are sensitive to transport and telecommunication infrastructures?" Recherches économiques de Louvain 69, no. 3 (2003): 241–65. http://dx.doi.org/10.1017/s0770451800005935.

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SummaryThis paper is an extension of the new economic geography and growth model of Martin (1999) which proposes an interesting framework to analyze the effects of the european regional policy. We introduce imperfect interregional knowledge spillovers in this framework which are diffused by two infrastructures: transport and telecommunication infrastructures. If an investment in transport infrastructures may be at the origin of a centrifugal effect through non market interactions, we show that only a policy improving telecommunication can reduce regional inequalities and attain higher aggregate growth rate.

20

Bottasso, Anna, and Maurizio Conti. "The productive effect of transport infrastructures: does road transport liberalization matter?" Journal of Regulatory Economics 38, no. 1 (February 4, 2010): 27–48. http://dx.doi.org/10.1007/s11149-010-9115-2.

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21

Moretti, Laura, and Giuseppe Loprencipe. "Climate Change and Transport Infrastructures: State of the Art." Sustainability 10, no. 11 (November 8, 2018): 4098. http://dx.doi.org/10.3390/su10114098.

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Transport infrastructures are lifelines: They provide transportation of people and goods, in ordinary and emergency conditions, thus they should be resilient to increasing natural disasters and hazards. This work presents several technologies adopted around the world to adapt and defend transport infrastructures against effects of climate change. Three main climate change challenges have been examined: Air temperatures variability and extremization, water bombs, and sea level rise. For each type of the examined phenomena the paper presents engineered, and architectural solutions adopted to prevent disasters and protect citizens. In all cases, the countermeasures require deeper prediction of weather and climate conditions during the service life of the infrastructure. The experience gained supports the fact that strategies adopted or designed to contrast the effects of climate change on transport infrastructures pursue three main goals: To prevent the damages, protect the structures, and monitor and communicate to users the current conditions. Indeed, the analyses show that the ongoing climate change will increase its impact on transport infrastructures, exposing people to unacceptable risks. Therefore, prevention and protection measures shall be adopted more frequently in the interest of collective safety.

22

Mukhtar, S. "Corrosion in underground infrastructures." Koroze a ochrana materialu 65, no. 2 (September 1, 2021): 65–69. http://dx.doi.org/10.2478/kom-2021-0008.

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Abstract There is a significant loss due to corrosion of buried infrastructure. Many pipes have failed due to mistreatment happening within them all around the world. Different soil aeration leads to macro corrosion cells that cause critical levels within the path corrosion leading to a loss of structural integrity of the buried pipes underground. This review paper seeks to address and presents a predetermined model developed by using software COMSOL Multiphysics to identify and characterize the areas experiencing a high rate of corrosion beneath the surface due to differential aeration. The pipe surfaces experience electrochemical reactions and reactant transport mechanisms in the soil and the pipes. Porosity and degree of saturation make the closed-form equations used to create the mass transport properties and electrical properties that constitute three-phase medium using standard soil parameters. The current model enables the study of soil property variations and conditions from the external environment pipeline corrosion. The model results conclude and agree well with the literature and case studies done at pipeline failure sites. The model used in this review will then enable water utilities to develop forecasting tools that may be useful for assessment.

23

Rosmuller, Nils, and Rob E. C. M. van der Heijden. "The Impact of Spatial Clustering of Transport Infrastructure on Risk." Environment and Planning A: Economy and Space 34, no. 12 (December 2002): 2193–210. http://dx.doi.org/10.1068/a3578.

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The hypothesis has been formulated that spatial clustering of transport line infrastructures might generate higher risks in terms of higher probability of accidents and/or more severe consequences of accidents. The risk increase is assumed to be the result of interference between transport flows. No systematic research has been performed so far to test this hypothesis. This paper therefore presents the results of an empirical study on this subject based on accident data from the Netherlands. It is concluded that clustering of infrastructures has not caused a higher probability of accidents in the past. However, impacts of accidents in terms of the number of casualties are significantly more severe. This generates new discussions on the spatial planning of infrastructures on the one hand and the organisation of emergency response capabilities on the other.

24

Bissell, David, and Gillian Fuller. "Material politics of images: Visualising future transport infrastructures." Environment and Planning A: Economy and Space 49, no. 11 (August 24, 2017): 2477–96. http://dx.doi.org/10.1177/0308518x17727538.

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Cities around the world are suffering from mobility infrastructure crises. Governments are responding to these crises through different ‘fixes’. Mobilities researchers have analysed these fixes in terms of who they privilege and who they neglect. Yet little has been said about the actual materials that are used to garner support for these fixes, with analysis often focusing on the symbolic rhetoric of talk and text. This article develops geographical thought about the material agency of images by reflecting on four types of image-object used by WestConnex, a private motorway that is the proposed ‘fix’ to Sydney’s drivetime crisis. It does this to speculate on how different forms of geovisualisation might gain their authority through the material agencies of the images themselves, rather than just being the passive representations of a supposedly dominant power. In doing so, this article develops geographical understandings of the multiple ways that images participate in the production of future infrastructures.

25

Deng, Xiaomei, and Yuhong Wang. "Special issue on transport infrastructures to climate change." Transport Policy 41 (July 2015): 101–2. http://dx.doi.org/10.1016/j.tranpol.2015.03.002.

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Albalate, Daniel, Germà Bel, and Xavier Fageda. "Joint versus single management of large transport infrastructures." Ocean & Coastal Management 71 (January 2013): 163–69. http://dx.doi.org/10.1016/j.ocecoaman.2012.09.014.

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Darò, Paola, Monica Longo, Giuseppe Mancini, Serena Negri, Agnieszka Bigaj‐van Vliet, and Diego Lorenzo Allaix. "DATA‐INFORMED SAFETY ASSESSMENT OF EXISTING TRANSPORT INFRASTRUCTURES." ce/papers 6, no. 5 (September 2023): 528–36. http://dx.doi.org/10.1002/cepa.2023.

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AbstractBridges and tunnels are critical elements of the transport infrastructures network as they have often reached their design service life and are subject to unforeseen effects due to accidental actions, climate change or degradation processes. A thorough assessment process of the existing structures, aimed to support a preventive maintenance approach, is crucial at both European and national level. The assessment of existing concrete structures differs from the design of new assets, as the resisting models given are no longer valid with ongoing deterioration mechanisms. It is recommended to formulate the limit states considering the suspected damage mechanisms, with respect to adjusted target reliability levels in verifications. Existing assets also benefits from the availability of information related to the structural condition and the action effect on structures. As such, the EU Commission opened in 2019 the CSA call “Monitoring and safety of transport infrastructure”, granted to the IM‐SAFE project consortium and addressed in this paper, which specifically focuses on the proposal for further amendments to the existing EU standards on reliability assessment considering inspections, monitoring and testing and a new standard for preventive maintenance of transport infrastructure.

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Daró, Paola, Isabella Alovisi, Giuseppe Mancini, Serena Negri, Agnieszka Bigaj‐van Vliet, and Hendrik van Meerveld. "FRAMEWORK FOR PROACTIVE MAINTENANCE PRACTICES FOR TRANSPORT INFRASTRUCTURES." ce/papers 6, no. 5 (September 2023): 568–77. http://dx.doi.org/10.1002/cepa.2142.

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AbstractThe intensive use, as well as climate change, accelerates structural deterioration of transport infrastructure, leading to an increased risk level. Hence, well‐founded procedures to improve asset management and optimize utilization of the limited resources for conservation are needed. The foreseen harmonization of standards at European level aims to facilitate the transition from traditional maintenance approaches (corrective and time‐based maintenance) towards a risk‐based approach to maintenance decision‐making. The condition‐based maintenance strategy is favored since enables early identification of risks. Analysis of best practices show that the acceptance and use of preventive maintenance strategies in the current practice is increasing. Therefore, it is essential to provide an harmonized basis for decision‐making concerning the implementation of maintenance strategies in asset management. This contribution summarizes the lessons learned and explores the vision developed in H2020 CSA IM‐SAFE project, which envisages the use of risk‐based maintenance management system and employing condition‐based maintenance strategies supported by inspection, testing and monitoring to ensure reliability, safety, availability and economical operation over the assets' lifetime.

29

Bigras, Yvon. "Modifications récentes de la fonction logistique chez les PME exportatrices et non exportatrices québécoises." Notes de recherche 7, no. 2 (February 16, 2012): 105–16. http://dx.doi.org/10.7202/1008391ar.

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La globalisation de l’économie, la déréglementation dans le secteur des transports et le développement de nouveaux outils informatiques sont autant de phénomènes qui se sont conjugués pour amorcer une modification profonde des besoins logistiques de l’entreprise. Dans cette note de recherche, nous examinerons, à partir d’un échantillon de 319 établissements, comment les PME québécoises se sont adaptées à ce nouvel environnement. L’étude fera d’abord ressortir que la déréglementation du transport routier au Canada, en 1988, a effectivement amélioré la qualité et la diversité des prestations de services offerts aux PME. Ces changements se sont également accompagnés de pressions à la baisse sur les prix du transport, situation dont ont pu profiter les PME de toutes les régions du Québec. Nous démontrons par la suite que cela a d’abord eu des répercussions sur la nature de leurs relations avec les prestataires de services de transport, mais également sur les autres éléments de leur fonction logistique. Finalement, il semble que les PME exportatrices réagissent plus fortement à ces changements dans leur environnement et qu’elles ont tendance à modifier les différents éléments de leur fonction logistique. Cela s’expliquerait par les pressions concurrentielles plus fortes qui s’exercent sur elles.

30

K., Overo, Orubu C., and Ezi C. T. "Transport and Electricity Infrastructures and Economic Growth and Development in Selected Sub-Saharan African Countries." African Journal of Economics and Sustainable Development 7, no. 2 (April 23, 2024): 114–30. http://dx.doi.org/10.52589/ajesd-lwfoh6o8.

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Economic postulations suggest that the interrelationship between changes in incomes, capital and labour which can be substituted into macroeconomic neoclassical and steady-state growth theories drives economic development. Arising from the above economic axiom, this study investigated the impact of transport and electricity infrastructures on economic development and growth in sub-Saharan Africa. The study used panel data from fifteen (15) sub-Saharan African countries. Panel data were obtained from statistical bulletins of the various countries and World Bank Indicators (WBI) from 2000-2022. Data obtained were analyzed via descriptive, diagnostic and inferential statistics. Specifically, the fixed and random effects regression revealed that while there is a significant relationship between transportation and electricity infrastructures and economic growth, an insignificant relationship was found between transportation and electricity infrastructures and economic development in the selected sub-Saharan African countries. Based on the findings, it was recommended among others that governments in sub-Saharan Africa needs to increase their contributions and support for electricity and transportation infrastructures; this can be done by increasing budgetary allocation for critical infrastructures in countries of sub-Saharan Africa

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Raicu, Serban, Mihaela Popa, and Dorinela Costescu. "Uncertainties Influencing Transportation System Performances." Sustainability 14, no. 13 (June 23, 2022): 7660. http://dx.doi.org/10.3390/su14137660.

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The design and operation of transportation systems, as with any large complex technical system, are marked by indetermination—risks and uncertainties (scientific/methodologic and/or socio-economic). This paper analyzes the occurrence and consequences of uncertainties, defined as completely unknown random events (“unknown unknowns”), on transportation system performances. Interest in the topic is justified by the considerable value and long life of transportation system components. In order to reduce the effects of uncertainties, a holistic approach to all technical infrastructures in society, regardless of the flow category (material, energy, information), is necessary. Technological progress and changes in territorial activity systems historically confirm the dynamism of the competition and complementarity relations between civil and industrial infrastructures and transport infrastructures, as well as among different modal transport/traffic infrastructures. Declining discount rates are applied to compensate for the effects of uncertainties on investment project opportunities on long time horizons. There is no unanimous agreement on the discount rate values. Unforeseen exogenous events are considered differentiated/non-systemic or undifferentiated/systemic uncertainties. They can have significant consequences on the performance of a transport system, including a change in the transport market share. Therefore, an adaptive policy is required to reduce the methodological/scientific and socio-economic uncertainties that affect the design and operation of any transportation system.

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Halley, Alain, René Gelinas, and Yvon Bigras. "Transporter et livrer juste-à-temps dans le marché de l’alena." Revue Française de Gestion Industrielle 14, no. 3-4 (December 1, 1995): 81–93. http://dx.doi.org/10.53102/1995.14.03-4.249.

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Plusieurs phénomènes expliquent le développement des modes de transport dont la déréglementation de l'industrie, les innovations technologiques et la globalisation des marchés.Actuellement, le juste-à-temps devient, pour plusieurs, l'emblème de la suprématie concurrentielle.Mais il augmente le niveau de complexité des exigences en approvisionnement et en livraison. Nous examinerons donc les implications du JàT sur le transport, considérant que les entreprise nord américaines évolueront dans un environnement plus ouvert et plus concurrentiel suite à l'Accord de Libre-ÉchangeNord-Américain (ALENA).

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Berezina, Elizaveta. "Humboldt's Donkey: Transport, Transport Networks, and Infrastructures as a Factors in Field Research." Sociology of Power 33, no. 3 (2021): 183–208. http://dx.doi.org/10.22394/2074-0492-2021-3-183-208.

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Janin, Patrick. "Les infrastructures de transport dans l’environnement : intégration ou effraction ?" Revue Juridique de l'Environnement 41, no. 3 (2016): 451–67. http://dx.doi.org/10.3406/rjenv.2016.6889.

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Carcanague, Samuel, and Emmanuel Hache. "Les infrastructures de transport, reflet d’un monde en transition." Revue internationale et stratégique 107, no. 3 (2017): 53. http://dx.doi.org/10.3917/ris.107.0053.

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Marecos, Vânia, Simona Fontul, Mercedes Solla, and Maria de Lurdes Antunes. "Transport infrastructures assessment using multiple GPR configurations and FWD." MATEC Web of Conferences 211 (2018): 12005. http://dx.doi.org/10.1051/matecconf/201821112005.

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This article presents a case study where FWD and GPR, two NDT methods, were combined to assess the bearing capacity of a flexible pavement. The thickness of the bituminous layer was estimated using a coreless GPR approach: the Common Mid-Point method with Air-Coupled antennas, by combining multiple GPR offset configurations.

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Goger, Jean-Marcel. "La Caisse des dépôts et les infrastructures de transport." Revue d'économie financière 1, no. 1 (1991): 149–58. http://dx.doi.org/10.3406/ecofi.1991.1782.

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Rattanachot, Wit, Yuhong Wang, Dan Chong, and Suchatvee Suwansawas. "Adaptation strategies of transport infrastructures to global climate change." Transport Policy 41 (July 2015): 159–66. http://dx.doi.org/10.1016/j.tranpol.2015.03.001.

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Colin, Marie, Fabien Palhol, and André Leuxe. "Adaptation of Transport Infrastructures and Networks to Climate Change." Transportation Research Procedia 14 (2016): 86–95. http://dx.doi.org/10.1016/j.trpro.2016.05.044.

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Jonkeren, Olaf, and Piet Rietveld. "Protection of Critical Waterborne Transport Infrastructures: An Economic Review." Transport Reviews 36, no. 4 (February 2016): 437–53. http://dx.doi.org/10.1080/01441647.2015.1137654.

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Castelli, Francesco, Enrico Foti, Valentina Lentini, and Marina Pirulli. "Risk Assessment of Transport Linear Infrastructures to Debris Flow." E3S Web of Conferences 415 (2023): 07004. http://dx.doi.org/10.1051/e3sconf/202341507004.

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For the assessment of debris flow risk, it is essential to consider not only the triggering and propagation stages but also to perform analyses of its effects and consequences. The study aims at developing a procedure based on a quantitative risk assessments able to estimate the different levels of risk with reference to transport linear infrastructures. This includes numerical modelling for debris flows to determine the zones where the elements at risk could suffer an impact. A detailed comparison between the performances of two different approaches to debris flow modelling was carried out. In particular, the results of a mono-phase Bingham model (FLO-2D) and that of a single-phase model (RASH-3D) with reference to the Enna area (Sicily). The results can be applied for the risk calculations. The purpose is to define a priority of intervention for the identification of the infrastructures exposed at risk, leading to the choice of safety measures.

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Koryakin, Viktor Mikhaylovich, Sergey Petrovich Vakulenko, Dmitriy Yuryevich Romenskiy, Kirill Antonovich Kalinin, and Pavel Andreevich Krasil’nikov. "Topical issues of the legal status and functional peculiarities of railway infrastructures." Transport of the Urals, no. 4 (2023): 3–11. http://dx.doi.org/10.20291/1815-9400-2023-4-3-11.

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Theory and practice of railway transport operation in Russian Federation suggests the presence of two kinds of railway infrastructures the division of which is stated legally: infrastructure of general use and infrastructure of non-general use. The analyses results, suggested in the article, showed that on the results of the started in 2003 reform of railway transport there is the condition kept with the presence of unclearness with the use of functional features of railway infrastructures. The article gives the developed suggestions on the modernization of the transport law and also recommendations on the end-to-end terminology use in the railway sector are given.

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Fournier, Charles, and Jérôme Gleizes. "Sainte-Soline, le retour des luttes écologiques en France." EcoRev' N° 54, no. 1 (June 26, 2023): 20–28. http://dx.doi.org/10.3917/ecorev.054.0020.

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Depuis les événements du 25 mars 2023, marqués par la répression sanglante des manifestants écologistes, la commune de Sainte-Soline est devenue le symbole de la lutte contre les méga-bassines. Cette lutte s’inscrit dans le cadre de l’Appel des Soulèvements de la Terre, réunissant une multitude d’associations, réseaux et syndicats, se mobilisant activement contre toute nouvelle implantation d’infrastructures inutiles ou dommageables pour l’environnement. Au regard des milliers de personnes qui composent ce front, la dissolution prononcée par le Conseil des ministres le 21 juin est tout aussi inique que dérisoire.

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Chowdhury, Romit. "The social life of transport infrastructures: Masculinities and everyday mobilities in Kolkata." Urban Studies 58, no. 1 (October 23, 2019): 73–89. http://dx.doi.org/10.1177/0042098019875420.

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Through ethnographic contact with the working lives of male autorickshaw drivers in contemporary Kolkata, India, this article unravels the gendered politics of co-presence in shared movement systems in the city. In doing so, it makes a feminist intervention in the literature on urban infrastructures by revealing precisely how ideas of masculinity operate as an invisible structuring principle of everyday mobility. The discussion foregrounds conflict, cooperation and disappointment as the key experiential axes along which male transport workers inhabit infrastructural space in the city. It argues that urban infrastructures are experienced by working-class men as a reminder of their struggle to accomplish the norm of respectable breadwinner masculinity, even as they function as a terrain which allows other expressions of masculinity – such as risk-taking, mastery over space, camaraderie – to be enacted and affirmed. Using a micro-sociological approach to understanding interactions in the spaces of commuting, this article brings into view the interface between cultures of masculinity and the social life of transport infrastructures through which gendered spatial inequalities are lived in the city.

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Cho, Seongkyun, Keechoo Choi, and Yongju Yi. "Proactive and Sustainable Transport Investment Strategies to Balance the Variance of Land Use and House Prices: A Korean Case." Sustainability 14, no. 21 (October 31, 2022): 14191. http://dx.doi.org/10.3390/su142114191.

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The transport infrastructure sustaining the ascension of land values while synergizing with the industries is a condition optimized for economic sustainability. In general, although transport investment aims to create a more reliable, less congested, better-connected transport network, the secondary aim is to facilitate balanced and sustainable development by enhancing accessibility to infrastructures. Although the current investment principle in Korea more or less reflects the primary purpose, the second aim is not fully reflected and might be too strict about measuring the balanced and sustainable influence on the regional economy. Considering that the house price is an output of regional production, this research tried to establish more proactive quantitative models explaining how ‘transport accessibility to infrastructure’ raises the apartment price in South Korea while interacting with the industries. This study achieved four main results according to the model. First, most urban infrastructures raise apartment prices per square meter about ten times higher than most industries, given a percentage change. Second, the synergy between industrial sales and infrastructural accessibility was negative in most cases, showing a limit of infrastructural investment alone to facilitate sustainable development. Third, an impoverished area tends to conclude positive synergies between industries and infrastructures, justifying more infrastructural investment in those poor areas. Finally, a public service behaves as infrastructure, which re-examines public services’ functionality of the prime water. Conclusively, this research proved that accessibility to core infrastructures is essential in conjunction with land use status resulting from industrial geography to rebalance Korean apartment prices for sustainable investment in transportation sectors.

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HENRICH-FRANKE, CHRISTIAN. "Comparing Cultures of Expert Regulation: Governing Cross-Border Infrastructures." Contemporary European History 27, no. 2 (April 13, 2018): 280–300. http://dx.doi.org/10.1017/s0960777318000139.

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Infrastructures in the transport and communication sectors were high on the agenda of supranational European integration after 1945. Nevertheless, European cooperation continued on well-trodden paths. New European organisations were established with an institutional design that built on established governance structures from the interwar period or even earlier. This article seeks to explore continuities in the governance of cross-border infrastructures from the interwar to the post-war period. It argues that transnational expert communities and cultures of standardisation emerged, which the infrastructure experts were keen to protect and persist. The article compares transport and communication to isolate common patterns and differences.

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Sumiraschi, Chiara. "Financing Infrastructures in Europe: Experiences of Value Capture." SCIENZE REGIONALI, no. 3 (November 2010): 101–20. http://dx.doi.org/10.3280/scre2010su3005.

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In recent years the issue of financing of infrastructure has become a critical issue and is widely discussed and in-depth reflection on policies, programs and development projects. The paper has the objective to describe one of the most interesting innovative methods of funding transport infrastructures: the mechanism of value capture, ie that capture (part) of economic benefits after the opening of the new infrastructure. The second part presents two case studies: the Quadrilatero Project and the Řrestad underground line in Copenhagen. The third part identifies success factors and criticalities about two experiences and offers some recommendations on the use of "capture value" as a mechanism of financing of transport infrastructure.

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Paché, Gilles. "Stratégies réticulaires et vulnérabilité de la petite entreprise : une illustration." Revue internationale P.M.E. 9, no. 1 (February 16, 2012): 7–20. http://dx.doi.org/10.7202/1008251ar.

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L'objet de l'article est de s’interroger sur la façon dont les petites entreprises s’intégrent aujourd’hui dans les réseaux de compétences. En effet, on entend habituellement dire que les stratégies de réseau s’appuient sur la qualification de tous les partenaires concernés par un même projet productif. L’exemple de la petite entreprise de transport, exerçant ses activités dans un environnement très déstabilisant, apporte un démenti formel à cette position.

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Rienstra, Sytze A., and Peter Nijkamp. "Lessons from Private Financing of Transport Infrastructure : Dutch Infrastructure in the 19th Century and European projects in the 20th Century." Revue économique 48, no. 2 (March 1, 1997): 231–46. http://dx.doi.org/10.3917/reco.p1997.48n2.0231.

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Résumé Durant la dernière décennie, de sérieux doutes ont été émis quant à l'efficacité d'une forte participation financière publique dans les infrastructures. Cela mène à se demander si le financement des infrastructures devrait être une tâche du gouvernement. Dans ce but, cet article passe d'abord brièvement en revue les circonstances justifiant une intervention publique.. II est intéressant de constater que le financement et la gestion des infrastruc tures de transport pas toujours été du ressort du secteur public Au XIXe siècle les infrastructures ferroviaires européennes étaient financées et exploitées par le secteur privé Par la suite tat assuma de plus en plus de responsabilités Cet article analyse ainsi les raisons pour lesquelles le gouvernement hollandais assumé le financement des infrastructures afin en tirer des conclusions pour le présent et le futur Même au XXe siècle de nombreux projets européens ont été financés par le secteur privé La troisième partie de cet article passe en revue plusieurs projets le tunnel sous la Manche le tunnel du mont Blanc le pont de Dartford les tunnels hollandais Storebeit etc. et analyse leurs conditions de succès économique et politique On pourra conclure que influence des gouvernements va et devra rester prépondérante pour des raisons économiques politiques et écologiques Cepen dant une certaine participation privée au financement des infrastructures de transport est une option intéressante dans divers cas

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Alves, Rubens, Sara Rios, Eduardo Fortunato, António Viana da Fonseca, and Bruno Guimarães Delgado. "Mechanical Behaviour of Steel Slag–Rubber Mixtures: Laboratory Assessment." Sustainability 15, no. 2 (January 13, 2023): 1563. http://dx.doi.org/10.3390/su15021563.

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Slags and rubber from end-of-life tires represent a liability to the steel and tire industry, causing economic and environmental problems that are difficult to manage. Transport infrastructures can use these industrial by-products instead of extracting natural raw materials, but the adequate mechanical performance of the materials needs to be assured. This paper addresses the mechanical behaviour of slag–rubber mixtures in the laboratory with CBR, monotonic and cyclic triaxial tests. In addition, light falling weight deflectometer tests were also performed in a physical model. The results were analysed to meet technical specifications from Brazil, Portugal and Australia using railway sub-ballast layers, capping layers or road pavement layers as the base and sub-base to identify the applicability range of slag–rubber mixtures for transport infrastructures. Concerning the analysed parameters, it was demonstrated that slag–rubber mixtures can show resilient behaviour and strength adequate for the support layers of transport infrastructures provided that the rubber content is below 5% in weight and that the slag is milled to comply with the grain size distribution ranges available in the technical specifications of the cited countries.