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International audience ; Le fait de partir avec des catégories analytiques et descriptives fortement ancrées dans leur contexte d'origine demeure une pierre d'achoppement de l'exercice de comparaison. Cela revient à présupposer leur universalité, à utiliser ces catégories là même où elles peuvent être inopérantes, là même où leur usage et leur degré de validité, dans l'analyse et dans la description des faits, sont en décalage. Ces catégories scientifiques, et nous regarderons spécifiquement le cas de l' " adolescence ", portent avec elles l'horizon politique et morale depuis lequel elles ont été conçues, et la trace du débat et du problème public qui les a rendues visibles. Envisager la comparaison suppose conjointement d'opérer une généalogie déconstructive de la catégorie et d'envisager, par l'enquête de terrain, les formes de réalités auxquelles elle renvoie dans des contextes différents. L'enquête mettra alors la catégorie sous la lumière de compositions culturelles différentes, dépendantes des architectures pluralistes et réceptives des sociétés. Et ce sont assurément sur de telles architectures que sont bâties les sociétés méditerranéennes.

International audience ; As a member of the European Union, France has been constrained to deeply reform its railway system, after the adoption of the famous directive 91/440, in 1991. This text imposed to build an accounting border between the activity of transport and the management of the infrastructure and opened the way to various national solutions adopted by the members.The French reform was decided in 1997, after 2 years of social and political tensions. The historical national operator, the SNCF lost its monopoly in the field of railways with the creation of RFF, a public authority which became the owner of the rail track and was also given the colossal rail debt of about €2012 26 billions. By the way, France decided to go further than the requirement of the EU directive and adopted an odd structure for the sector of railways. However, despite the creation of a new agency, RFF, the border with the historical operator is not so tight. The main factor of porosity is inscribed in the law itself: the SNCF has been given a monopoly on the maintenance of the existing network, under the responsibility of RFF.This paper proposes to discuss the nature of the border that has been then implemented between SNCF and RFF and to understand the reasons behind the choices that were made in a very specific socio-political context. If on the European level, the long-term aim was to enable an open access to new railway operators in order to reduce costs and prices, this idea was not so clear in the national context, where the problem of the debt was much more important and the right-wing government did not want to get involved in a new strike after a very long conflict in December 1995.The border reflects these various factors. It is first a financial separation, between both structures but also between the world of railways and the budget of the French State, constrained, at that time, to rigorous criterion imposed by the Maastricht treaty.Of course it is also a physical border mainly between the infrastructure and the ...

International audience ; As a member of the European Union, France has been constrained to deeply reform its railway system, after the adoption of the famous directive 91/440, in 1991. This text imposed to build an accounting border between the activity of transport and the management of the infrastructure and opened the way to various national solutions adopted by the members.The French reform was decided in 1997, after 2 years of social and political tensions. The historical national operator, the SNCF lost its monopoly in the field of railways with the creation of RFF, a public authority which became the owner of the rail track and was also given the colossal rail debt of about €2012 26 billions. By the way, France decided to go further than the requirement of the EU directive and adopted an odd structure for the sector of railways. However, despite the creation of a new agency, RFF, the border with the historical operator is not so tight. The main factor of porosity is inscribed in the law itself: the SNCF has been given a monopoly on the maintenance of the existing network, under the responsibility of RFF.This paper proposes to discuss the nature of the border that has been then implemented between SNCF and RFF and to understand the reasons behind the choices that were made in a very specific socio-political context. If on the European level, the long-term aim was to enable an open access to new railway operators in order to reduce costs and prices, this idea was not so clear in the national context, where the problem of the debt was much more important and the right-wing government did not want to get involved in a new strike after a very long conflict in December 1995.The border reflects these various factors. It is first a financial separation, between both structures but also between the world of railways and the budget of the French State, constrained, at that time, to rigorous criterion imposed by the Maastricht treaty.Of course it is also a physical border mainly between the infrastructure and the ...

This book takes the complexity of our real-world complexity not for granted but as a serious topic for our social sciences and humanities. It is about the possibility of learning a new way of thinking about the real complexity of our world and opening up a new way of viewing and doing science. New tools of thinking and a new language for complexity are developed for dealing with the very complexity of the world in which we live.

Lebanon's electricity sector is suffering severechallenges, with increasingly frequent and lengthyblackouts and a serious risk of the collapse of theentire system. The national electricity utility, Electricitédu Liban (EDL), was already in a fragile financialsituation, but this has been exacerbated by the severeeconomic crisis the country is experiencing. Theconfluence of banking, financial, social and healthcrises has resulted in the erosion of public confidenceand a rapid deterioration of basic public services. Theshortage of foreign currency means that the utilityis unable to obtain equipment and spare parts formaintenance, while fuel supplies are also threatened.These factors compound the operational challengesof both EDL and private diesel generators, pushingcitizens to seek alternative solutions.On 4 February 2021, the Issam Fares Institute at theAmerican University of Beirut (AUB), in collaboration1 The full webinar can be found on this linkwith The Policy Practice (TPP) and the SOAS Anti-Corruption Evidence (ACE) consortium, hosted awebinar entitled 'Models for tackling Lebanon'selectricity crisis'. This brought together experts fromLebanon and around the world to explore differentstrategies to address the country's electricitychallenges: from the decentralised model promotedby concessions such as Électricité de Zahle (EDZ),to the centralised government plan that advocatesthe expansion of thermal power generation. Thediscussion also examined the evolving role ofrenewable energy in both models and its adoption bya number of municipalities.This briefing paper summarises the views of thekey speakers and discussants. It draws togetherthe key threads of the discussion – identifying thecommonalities and the points of disagreement – andprovides some tentative suggestions about the wayforward for the sector.

Lebanon's electricity sector is suffering severechallenges, with increasingly frequent and lengthyblackouts and a serious risk of the collapse of theentire system. The national electricity utility, Electricitédu Liban (EDL), was already in a fragile financialsituation, but this has been exacerbated by the severeeconomic crisis the country is experiencing. Theconfluence of banking, financial, social and healthcrises has resulted in the erosion of public confidenceand a rapid deterioration of basic public services. Theshortage of foreign currency means that the utilityis unable to obtain equipment and spare parts formaintenance, while fuel supplies are also threatened.These factors compound the operational challengesof both EDL and private diesel generators, pushingcitizens to seek alternative solutions.On 4 February 2021, the Issam Fares Institute at theAmerican University of Beirut (AUB), in collaboration1 The full webinar can be found on this linkwith The Policy Practice (TPP) and the SOAS Anti-Corruption Evidence (ACE) consortium, hosted awebinar entitled 'Models for tackling Lebanon'selectricity crisis'. This brought together experts fromLebanon and around the world to explore differentstrategies to address the country's electricitychallenges: from the decentralised model promotedby concessions such as Électricité de Zahle (EDZ),to the centralised government plan that advocatesthe expansion of thermal power generation. Thediscussion also examined the evolving role ofrenewable energy in both models and its adoption bya number of municipalities.This briefing paper summarises the views of thekey speakers and discussants. It draws togetherthe key threads of the discussion – identifying thecommonalities and the points of disagreement – andprovides some tentative suggestions about the wayforward for the sector.

The aim of this article is to reconstruct and analyse scholarly book (or monograph) publication patterns in Lithuanian Social Sciences and Humanities (SSH) registered in national database "Lituanistika". Database "Lituanistika" provides a good starting point and repository of empirical data as it indexes and abstracts different types of scholarly publications in SSH, monographs included. The empirical part of the research consists of finding registered monographs, attributing them to the individual SSH disciplines, comparing the number of monographs and scholarly articles in various SSH, and retracing the timeline of registered monographs across different disciplines etc. The analytical approach of our research is based on an idea of (social) constructivism. We aim at reconstructing the motives behind the publishing of scholarly books or abstaining from such practice. In this article we argue that the motives to publish (or not to publish) a scholarly book are a product of a broader Lithuanian social, institutional and disciplinary context, which influences and regulates the actions of individual SSH researchers.

Reflecting a change in funding strategies for European research projects, and a commitment to the idea of responsible research and innovation in radiological protection (RP), a collective of research institutes and universities have developed a prospective Strategic Research Agenda (SRA) for Social Sciences and Humanities (SSH) in radiological protection. This is the first time such a research agenda has been proposed. This paper identifies six research lines of interest and concern: 1) Effects of social, psychological and economic aspects on RP behaviour; 2) Holistic approaches to the governance of radiological risks; 3) Responsible research and innovation in RP; 4) Stakeholder engagement and participatory processes in RP research, development, policy and practice; 5) Risk communication; and 6) RP cultures. These topics were developed through broad stakeholder consultation, in conjunction with activities carried out in the framework of various projects and initiatives (EU H2020 CONCERT programme, the EU FP7 projects OPERRA, PREPARE and EAGLE, the 2015-2018 RICOMET series of conferences, and the 2014 and 2016 International Symposia on Ethics of Environmental Health); as well as through dialogues with members of the European radiation protection research communities. The six research lines open opportunities to integrate a range of key social and ethical considerations into RP, thereby expanding research opportunities and programmes and fostering collaborative approaches to research and innovation. ; Peer reviewed

Dire que « le piéton est mort » rappelle que les collisions avec un véhicule causent chaque année environ 500 décès de piétons en France dans un contexte où la grande majorité des victimes est renversée en traversant la rue conformément au Code de la Route. L'insécurité routière est un puissant facteur décourageant les déplacements à pied. Cela concerne particulièrement l'autonomie des personnes âgées et celle des enfants, que leurs parents redoutent de les laisser aller seuls à l'école. Mais ce ne sont ni la sécurité routière ni l'accidentologie piétonne qui vont nous occuper ici. Ce que je propose est une remise en cause du Piéton, qui a régné sur les mentalités et les politiques urbaines et de transport, et une évocation de ce qui pourrait le remplacer. Nous verrons comment les «mobilités et activités pédestres» peuvent permettre de dépasser deux limites conceptuelles liées au Piéton : d'abord pour sortir du couple mortifère que ce dernier forme avec les véhicules, ensuite pour s'affranchir d'une conception centrée sur le déplacement pour embrasser d'autres activités.

Dire que « le piéton est mort » rappelle que les collisions avec un véhicule causent chaque année environ 500 décès de piétons en France dans un contexte où la grande majorité des victimes est renversée en traversant la rue conformément au Code de la Route. L'insécurité routière est un puissant facteur décourageant les déplacements à pied. Cela concerne particulièrement l'autonomie des personnes âgées et celle des enfants, que leurs parents redoutent de les laisser aller seuls à l'école. Mais ce ne sont ni la sécurité routière ni l'accidentologie piétonne qui vont nous occuper ici. Ce que je propose est une remise en cause du Piéton, qui a régné sur les mentalités et les politiques urbaines et de transport, et une évocation de ce qui pourrait le remplacer. Nous verrons comment les «mobilités et activités pédestres» peuvent permettre de dépasser deux limites conceptuelles liées au Piéton : d'abord pour sortir du couple mortifère que ce dernier forme avec les véhicules, ensuite pour s'affranchir d'une conception centrée sur le déplacement pour embrasser d'autres activités.

Dire que « le piéton est mort » rappelle que les collisions avec un véhicule causent chaque année environ 500 décès de piétons en France dans un contexte où la grande majorité des victimes est renversée en traversant la rue conformément au Code de la Route. L'insécurité routière est un puissant facteur décourageant les déplacements à pied. Cela concerne particulièrement l'autonomie des personnes âgées et celle des enfants, que leurs parents redoutent de les laisser aller seuls à l'école. Mais ce ne sont ni la sécurité routière ni l'accidentologie piétonne qui vont nous occuper ici. Ce que je propose est une remise en cause du Piéton, qui a régné sur les mentalités et les politiques urbaines et de transport, et une évocation de ce qui pourrait le remplacer. Nous verrons comment les «mobilités et activités pédestres» peuvent permettre de dépasser deux limites conceptuelles liées au Piéton : d'abord pour sortir du couple mortifère que ce dernier forme avec les véhicules, ensuite pour s'affranchir d'une conception centrée sur le déplacement pour embrasser d'autres activités.