Suchergebnisse

The increasingly contribution of local communities to fund new high speed railway infrastructures generates expectations about immediate results of their investment in the form of economic benefits for their territories. In this thesis, we offer an empirical evaluation of local economic benefits in the short and medium term of major transport infrastructures constructions based on the South Europe Atlantic high-speed rail line case study. Based on original data and regional growth theory, we model the short term economic impact of the rail line construction on Aquitaine, Centre and Poitou-Charentes regions. We complete this short-term approach by analysing the future of constructor's former employees and the path of local suppliers and subcontractors. We show that during a period of high unemployment and low business activity, major transport infrastructures constructions have mainly short-term economic impact. The individual's risk of unemployment after the construction is high for former employees even if local policies are implemented. With regard to local business, the end of the construction leads to the return to a normal level of activity, below their productive capacities. ; De plus en plus mises à contribution pour financer les nouvelles infrastructures ferroviaires à grande vitesse, les collectivités locales françaises attendent des effets immédiats de leur investissement sous la forme de retombées économiques de la construction pour les territoires qu'elles administrent. Dans cette thèse, nous proposons une démarche empirique d'évaluation des retombées économiques locales de court terme et de moyen terme des grands chantiers d'infrastructures de transport à partir du cas de la Ligne à Grande Vitesse Sud Europe Atlantique (LGV SEA). A partir de données originales et de la théorie de la croissance régionale, nous modélisons l'impact économique de court terme de la construction de la ligne sur les régions Aquitaine, Centre et Poitou-Charentes. Nous complétons cette approche court-termiste en étudiant le devenir des ex-personnels locaux du constructeur et la trajectoire des sous-traitants et fournisseurs locaux. Nous montrons qu'en période de fort taux de chômage et de faible activité des entreprises, les grands chantiers d'infrastructure de transport ont un impact économique essentiellement court-termiste. Les individus ont alors une forte probabilité de se retrouver à nouveau au chômage après leur mission, quand bien même des politiques d'accompagnement sont mises en œuvre. Pour les entreprises locales, la fin du chantier marque le retour à un niveau d'activité conforme à la dynamique nationale, soit en-deçà bien souvent de leurs capacités productives.

L'Union routière de France présente le millésime « 2007 » de sa brochure annuelle « Faits et chiffres, statistiques du transport en France », recueil de séries chronologiques présentées sous forme de tableaux et de graphiques, accompagnés de brefs commentaires. Toutes les séries ainsi publiées sont puisées à des sources institutionnelles, qui sont mentionnées en pieds de documents, et auxquelles chacun peut se reporter s'il souhaite approfondir son information1. Le but assigné à cette publication depuis plus de quarante ans est de rassembler sous une forme condensée et aussi avenante que possible l'essentiel de ce que l'honnête homme devrait savoir sur les transports en France (avec quelques incursions en Europe). Il est en effet paradoxal de constater que les informations statistiques disponibles sont de plus en plus abondantes et de plus en plus aisément accessibles grâce à internet, mais que les transports et les déplacements restent un domaine mal connu, comme on peut le constater au travers des propos de table, des commentaires de presse ou des déclarations politiques.(.)

The construction industry is going through hard times in many countries. This is certainly true in the Netherlands as all big Dutch contractors face disappointing results. The market policies of major (public) clients are held accountable by politics and the market for this situation. However, for the operation and development of transport infrastructure networks, a sustainable construction industry is essential. But how do public infrastructure network managers involve this industry in their network management? And does this involvement lead to the development of a sustainable construction market? In this paper we argue that the market policies of public transport infrastructure administrators (still) favour price competition and risk opportunism, thereby inhibiting a healthy development of the industry. This paper describes the reciprocal relation between public infrastructure network administrators (in their role as manager of the network and client) and the construction industry as a supplier of infrastructure hardware and services. It reveals that a sustainable development of the construction industry can only be achieved through the development of a value awarding mechanism, explicitly linked to the functions of the infrastructure network instead of to intermittent one-off projects. The paper will give practical recommendations for (public) infrastructure network administrators how to stimulate the creation of added network value through sustainable market involvement.

This paper reviews the historical configuration process of transportation systems in China and examines the relationship between economic development and transport system at three different levels. The current status of transport infrastructure system development in China is summarized at national and regional level. The investment trends for transport infrastructure in China are also depicted. The keys issues relating to government initiatives are presented.

The planning for future transport and its infrastructure is deeply political. Yet, how we understand re-politicisation, and what those efforts tell us about what is political in the planning for future cities, remains under explored. One lens through which to explore these acts is to consider the role of urban coalitions in drawing attention to the dominant politics of planning and setting the ground for the re-politicisation of transport infrastructure futures. Drawing on the work of post-foundational scholars Mouffe and Rancière, this paper examines the interplay between de-politicisation and re-politicisation and how two urban coalitions negotiated this landscape in the Greater Toronto and Hamilton Area during a sustained period of contestation surrounding the proposal of new transport infrastructure. Through this analysis, this paper draws on in-depth interviews with coalition members, transport planners, politicians and engaged citizens to illustrate how these urban coalitions produced a 'collective will' and a struggle towards a 'consensus cure' in their re-politicising actions. This paper reveals how coalition-led re-politicisation establishes the grounds for the politics to shift on contested future transport proposals and offers insight into the incremental and oftentimes incomplete ways re-politicisation nurtures transformational change.

El propósito es reflexionar sobre las nuevas infraestructuras de transporte en las áreas de montaña de la península ibérica, revisando algunos de los conceptos en torno al transporte terrestre y los espacios de montaña, seguido de la repercusión del trazado de viales y corredores de transporte, particularmente en los espacios subregionales de la vertiente española de Pirineos, borde físico y político, y la vertiente castellano-leonesa de la cordillera Cantábrica, borde físico y límite regional, y concluyendo con planteamientos de prospectiva en la actual situación de crisis económica. ; ABSTRACT: The aim is to reflect upon new transport infrastructures in upland areas of the Iberian Peninsula. There will be a review some of the concepts relating to land transport and to mountainous areas, followed by consideration of the repercussions of the siting of transport routes and corridors. Particular attention will be given to the sub-regional zones of the Spanish slopes of the Pyrenees, a physical and political frontier, and to the inland, Castilian and Leonese side of the Cantabrian mountain range, likewise a geographical and political boundary. To conclude, consideration will be given to prospects in the current situation of economic crisis.

[EN] Since the 1990s, transport concessions, including public-private partnerships (PPPs), have been increasingly adopted by governments as an alternative for financing and operations in public investments, especially in transport infrastructure. The advantage pointed out by proponents of these models lies in merging the expertise and capital of the private sector to the public interest. Several arrangements are possible and have been employed in different cases. After the duration of the first PPP contracts in transportation, many authors have analyzed the success and failure factors of partnerships. The occurrence of failures in some stages of the process can greatly encumber the public administration, incurring losses to the fiscal responsibility of the competent bodies. This article aims to propose a new commercial consolidation model applied to transport infrastructure to ensure fiscal sustainability and overcome the weaknesses of current models. Initially, a systematic review of the literature covering studies on transport concessions between 1990 and 2015 is offered, where the different approaches between various countries are compared and the critical success factors indicated in the studies are identified. In the subsequent part of the paper, an approach for the commercial consolidation of the infrastructure concessions is presented, where the concessionary is paid following a finalistic performance model, which includes the overall fiscal balance of regional growth. Finally, the papers analyses the usefulness of the model in coping with the critical success factors explained before. ; José Guilherme De Aragão, J.; Dos Santos Fontes Pereira, L.; Yamashita, Y. (2016). Commercial Consolidation Model Applied to Transport Infrastructure. En XII Congreso de ingeniería del transporte. 7, 8 y 9 de Junio, Valencia (España). Editorial Universitat Politècnica de València. 770-778. https://doi.org/10.4995/CIT2016.2015.4104 ; OCS ; 770 ; 778