Analyse de la prise en compte de la sécurité routière dans les plans de déplacements urbains

At the time when Urban Travel Plans (utps) are being introduced it is important to see how they take safety into account, certu's analysis of a dozen recent docuements shows the position occupied by road safety in utps, reveals the stated aims of the utps, identifies local actions aimed at improving road safety and highlights current or foresedable problems in the implementation of utps. The analysis shows that the way safety is taken into account varies considerably from one city to another. The desire to introduce measures to improve safety is usually present, but there is uncertainty as to how to tackle the issue. The examples of methods and actions that are given in this paper may provide some ideas which merit further examination for utps in the future. It is already obvious that utps will be responsible for profound changes in urban travel and its safety, and the results obtained over the next five years will doubtless have important consequences for the cities of tomorrow.     

Le projet isis: une interface intégrée de sécurité

In order to meet safety, reliability and availability constraints for passenger transport systems, the manufacturers of railway control-command systems must develop specific computer architectures for signalling, switch control and automatic driving applications. Typically, these systems consist of a core (with one or two central processing units) and peripherals via which the computer communicates with external devices. In the case of some applications, for example signal boxes, the architecture contains a very large number of fail-safe True or False outputs. These functionalities are currently performed by conventional technology that uses discrete components or hybrid circuitry.     

Système d'aide à l'étude de la sécurité routière Vers des outils hydribes,ouverts et intelligents

The objective of this paper is to present the results of a survey of the literature on computer-based systems in road safety analysis. This study was motivated by the needs of road safety analysts and the designers of computer-based tools for use in this area. The literature gave examples where the computerization of several road safety functions is either proposed, undergoing development or actually complete. Furthermore, these functions have been associated with different types of technological orientations. However, some problems still remain to be solved in order to obtain reliable systems with accurate and complete data which integrate the expert knowledge which is needed to analyze and evaluate road safety. The proposed solutions are evolving and this survey suggests that tools in this domain should be hybrid, open and intelligent.     

Les objectifs de qualité urbaine et de sécurité routière dans la planification de la mobilit'e plan urbain de trafic (Brescia) et plan de déplacements urbains (Aix-en-Provence), deux visions différentes

Apart from the fact that it is of interest in itself to conduct the first comparison between Urban Travel Plans in France and Italy, this paper has the more general aim of examining a number of ideas which are shared by the scientific community, namely that urban policies and planning practices take ittle account of, or even completely ignore, road safety, the relationship between town planning and transport planning and consultation.     

Quelle place pour la sécurité routière dans les plans de déplacements urbains? Entre intégration et diffusion,le cas du plan de déplacements urbains de Lille métropole

This paper describes the position given to road safety in Urban Travel Plans by analyzing Urban Travel Plan document from eleven cities and undertakes a more in-depth investigation of road safety in the Urban Community of Lille. These plans provide an opportunity to disseminate knowledge about road safety to the other areas of urban management. They also describe the beginning of an integration of road safety in urban planning, even if intersectoral approaches at city level have yet to be developed and even if, in the case of Lille, the division of institutional competence with regard to the management of public space still requires clarification.     

Utilisation de modeles linéaires généralisés pour tester l'effet sur la sécurité d'une modification d'infrastructure comparaison des glissières en métal aux barrières en béton en terre-plein central d'autoroute

Generalized linear models provide a unifying framework which permits application of most of the interential methods that can be used to evaluate the impact of a road safety, measure. When observations are available before and after the introduction of the measure (i.e., when there is an experimental sample and a control sample which covers the same period which indicates what would have hapened if the measure had not been introduced, the difference between the two samples can be characterized d'using the appropriate interaction term. The models used estimate relative risk or incidence rates and are able to take into account a reasonable number of confounding factors. These methods have been applied in order to compace the severity of impacts with metal guardrails or concreté safety barriers on motorway central reservations. Poisson regression modelling has revealed a tendency for the risk of injury to be higher on road sections where concréte devices have a recently been installed. Multivariate analysis using logistic regression with adjustment with reference to certain factor for example a change in the number of lanes or the occurrence of a second impact shows that concrete barrier significantly increase (by a factor or about 1.9) the risk of injury in the case of a first impact on the central reservation. This estimate could be used in a more general cost benefit analysis.     

La mobilité comme modalité de l’ancrage : enrichir l’évaluation de la durabilité des espaces périurbains

This paper proposes to deepen the relationship between mobility and tethering in peri-urban spaces, and provide new methodological avenues, capable of contributing to the build-up of key knowledge elements, that we feel are crucial in a company’s capacity to implement their own sustainability requirements. These key knowledge elements are primarily based on the results stemming from research entitled “Peri-urbanism testing models for living; peri-urban viability, in theory and in practice”. The aim of this research was to assess, at least potentially, the sustainability of periurban spaces, which have seen recent development, as they have benefited from a growing trend towards removing space and time restrictions, through the generalisation of mobility, at the centre of many societal issues today.     

L'information sur les durées de parcours: Modélisation de l’activité cognitive impliquée

In recent years some urban express roads have been equipped with journey time information systems, which are greatly appreciated by drivers. It has been observed that the messages help drivers take appropriate decisions and then better manage the time they spend travelling and deal better with congestion. In order to understand why the content of the messages leads to the behaviour in question we have developed a hypothetical architecture for the mental process demanded by the messages. This paper presents the cognitive model we have developed, which is based on knowledge networks.     

L'influence de la biactivité sur les stratégies spatiales des ménages

A survey conducted among staff at the University of Paris xii Val-de-Marne has shown that there are considerable differences in residential location and commuting strategies between those in one income households and those in two income households. This difference varies depending on social group. In the case of higher social groups, being in a two income household as opposed to a one income household increases the range of residential possibilities rather than the household's income per consumer unit, and in particular allows them to live nearer their work. In contrast, for low income groups, working couples commute considerably greater distances than persons in one income households. Thus, for lower income groups, belonging to a working couple mainly provides greater opportunities for home ownership, as an increase in distances to work does not affect journey times.     

Demande de transport de personnes: une théorie unifiée de l'urbain à l'intercontinental Seconde partie: population de l'ensemble des voyages réalisés

This paper proposes a theory which links some of the characteristics of trips made by individuals to the travel price and time provided by transport supply, with reference to the socio-economic context. This model appears to be able to reproduce the phenomena that are observed when there is a change in the supply or context on a given origin-destination link. However, above all, the same model can also reproduce those phenomena (changes in urban development aside) which are different in an urban and an interurban context: greater personal mobility, shorter period away from home, lower value of time among travellers, different modal split for trips, slower increase in the number of trips as a result of the socio-economic context, etc. The first part of the paper shows how each of an individual's potential journeys may be characterized by wishes concerning different aspects of the journey and how the different alternatives for the journey in a given context of transport and accommodation supply can be assessed with reference to the gap between wishes and real characteristics. The second part shows how it is possible to determine the total population of journeys made, with reference to both the context and supply. The theory has been illustrated by numerical results obtained for a variety of situations which are representative of urban and interurban areas.     

Détection de stationnarités anormales dans les couloirs du métro

One of the factors which discourages use of public transport is the feeling of insecurity. In order to overcome this, the operators of metro networks are attempting to find techniques to detect more incidents or anomalies rapidly. It is within this framework, as part of the European cromatica project, that research has been undertaken at inrets by the video team in the Traffic Analysis and Control Department (dart). This paper will concentrate on the detection of abnormal stationarities in metro corridors. Operators wish to identify events of this type as a prolonged stationarity may denote the presence of a drug pusher, an illicit vendor, a thief watching a potential victim, a homeless person, a person suffering from illness, a person who has had a fall, or an abandoned object. The paper firstly gives an account of the developed system and its context and then describes the image processing techniques which have been used. The results obtained with real complex situations are then presented.     

Demande de transport de personnes: une théorie unifiée de l'urbain à l'intercontinental Première partie: modalités de réalisation d'un voyage potentiel

This paper proposes a theory which links some of the characteristics of trips made by individuals to the travel price and time provided by transport supply, with reference to the socio-economic context. This model appears to be able to reproduce the phenomena that are observed when there is a change in the supply or context on a given origin-destination link. However, above all, the same model can also reproduce those phenomena (changes in urban development aside), which are different in an urban and an interurban context: greater personal mobility, shorter period away from home, lower value of time among travellers, different modal split for trips, slower increase in the number of trips as a result of the socio-economic context, etc. The first part of the paper shows how each of an individuals potential journeys may be characterized by wishes concerning different aspects of the journey and how the different alternatives for the journey in a given context of transport and accommodation supply can be assessed with reference to the gap between wishes and real characteristics. The second part shows how it is possible to determine the total population of journeys made with reference to both the context and supply. The theory has been illustrated by numerical results obtained for a variety of situations which are representative of urban and interurban areas.