[{"pubDate":"Thu, 09 Apr 2026 14:03:49 +0200","titre":"The Covid-19 crisis and the French urban public transport: What are the short-, medium- and long-term effects on provision and funding?","url":"https://doi.org/10.46298/cst.13310","source":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation - Dernières publications","id":2815881,"description":"While the development of urban public transport (UPT) is considered a priority to promote the ecological transition, the Covid-19 health crisis has affected its operation. It results from constraints on supply, made necessary by travel restrictions and limitations on economic activity during periods of confinement. Existing literature has focused mainly on the use of different modes of transport, changes in mobility practices and the way governments managed the crisis. This article focuses instead on the effects of covid-19 on the supply and financing of UPT, and analyses whether this crisis has given rise to new dynamics in the mobility organising authorities (AOMs). Using data from 95 AOMs (i.e. 35% of all AOMs in 2019) and a survey of some 39 AOMs (14%), three main results are established. First, there is a big fall in fare revenue, whatever the category of AOM in France. However, due to the small proportion of UPT funding paid for by users, this decline is easily offset by a variation in the mobility tax (versement mobilité), government subsidies and an increase in the contribution from local authorities. Second, the AOMs seem confident about the funding for prospects, through an expected increase in UPT patronage and a stability, or even an expected dynamic, in the mobility tax in the future. As a result, the health crisis does not seem to have encouraged the AOMs to find new resources to finance the development of their UPT services in the medium-to-long term. Third, and finally, the health crisis has contributed to shift travel policy priorities in the AOMs, in particular when it comes to investment strategies, by raising the importance of developing the use of"},{"source":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation - Dernières publications","description":"Lane splitting is the practice of riding a powered two-wheelers between lanes when the traffic is slow or vehicles are stopped (Sperley et Pietz, 2010). Although lane splitting is not allowed everywhere in France, it is a common riding practice among motorcyclist drivers. As transport policy is a key driver for promoting sustainable and safe transport, a first experiment (2015-2018) was conducted in eleven departments where a secure form of lane splitting was allowed on highways and urban expressways (Eyssartier et al., 2018). A second experiment is conducted since 2021 in ten new departments with eight specific conditions regulating this practice. The aim of this article is to present the results of this second experiment by analyzing the social acceptability of this road safety policy. This involves studying acceptability and therefore identifying the factors impacting the general attitude towards the measure and the behavioral intention to comply with the rules, based on the Unified Theory of Acceptance and Use of Technology developed by Venkatesh et al. (2003). We performed multiple regressions on several dependent variables: general attitude toward the measure for car and motorcyclist drivers and intention to respect the rules for motorcyclist drivers. Overall, the results show that drivers have a positive general attitude to the rules, and that this attitude is more positive for motorcyclists than among car drivers. No differences were found between experimental departments and control departments. The results indicate that the expected effort factor, which refers to perceived ease, and the efficacy in terms of road sharing, are the most relevant to explain the intention to comply with the measure and the attitude toward the rule. Finally, results enable to define social acceptability and its influence on intention to comply with the rules in the context of public road safety","id":2815882,"titre":"Lane splitting policy: Social acceptability of a road safety measure","url":"https://doi.org/10.46298/cst.12252","pubDate":"Thu, 09 Apr 2026 14:03:49 +0200"},{"pubDate":"Thu, 09 Apr 2026 14:03:49 +0200","titre":"Difficulties in financing mobility in Lomé and Dakar","url":"https://doi.org/10.46298/cst.12343","source":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation - Dernières publications","id":2815883,"description":"This article sheds light on the financing of mobility in Africa. Based on two research sites (Lomé and Dakar), it first highlights the difficulties of financing projects, emphasizing the predominance and inadequacy of public funds, as well as the low level of contributions from local authorities and private players. Mobility projects require substantial investment, long-term debt and social pricing. Local commercial banks are unable to provide long-term loans due to low capital levels, while contributions from local authorities with little financial autonomy are limited to the provision of roads. To attract investors, the article recommends building a territorial governance system for mobility and developing \"bankable\" projects. Indeed, there are many sources of funding available. But to be eligible, projects must go beyond mere \"good ideas\" and be built around feasibility studies. A case in point is the Rapid Transit Bus project supported by CETUD (Conseil Exécutif des Transports Urbains Durables) in"},{"pubDate":"Thu, 09 Apr 2026 14:03:48 +0200","url":"https://doi.org/10.46298/cst.11574","titre":"Modelling the governance of European medium-sized port-cities","source":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation - Dernières publications","id":2815873,"description":"The paper presents a model designed to analyse port governance. It considers that thestakeholders ability to adopt cooperative behaviors constitutes the key element to portdevelopment. Its focus is on medium-sized European ports and fifteen cases were studied. Eachterritory was first subject to a qualitative survey and analysis of the contents of local stakeholdersdiscourse (over 80 interviews conducted). The material is rich, allowing for the comparisonbetween two or even three ports, yet the delicate nature of the relations brought to light addsconsiderable complexity to the comparison within a larger ensemble. The paper, therefore,proposes a semi-automatic treatment which helps to mitigate this difficulty by means of acomputer model based on graph theory. It involves a modelling system based on the relationsbetween the entities of the system. In this context, the relations between stakeholders wereanalysed in order to create typologies and eventually envisage some standard models ofgovernance. In order to territorialize the subject, six typical cases out of fifteen were used: LeHavre, Nantes-Saint Nazaire, Dunkirk (France), Gdynia (Poland), Klaipėda (Lituania), Hamina-Kotka (Finland).All these port environments modelled according to a single format (i.e. a graph) led to theapplication of a certain number of metrics which enables them to be compared. Two mainmetrics were presented in the framework of this paper for illustrative purposes: “Density” and“S_metric”. These metrics originating in graph theory, coupled with other indicators (distributionof degrees and number of hubs per port), allowed to measure the relationships' intensity and thedistribution of these intensities among the stakeholders, and to identify the main stakeholders orconversely the least"},{"description":"Over the last thirty years, the increasing globalisation of economic exchanges has contributed to the emergence of a network of main ports linked together by maritime transport and, in particular, the lines developed by the major shipping lines or the alliances they have formed. In addition to Asian ports, and particularly Chinese ports given the national port strategy, this network of main ports has also been structured by investments made by shipping lines in port terminals intended to become their regional hubs and thus facilitate the massification of flows. From these hubs, feeders serve other ports, giving rise to a form of classification within these main global ports. This organisation has helped to shape the global value chains, or world trade routes, which are both the medium and the result of globalisation. The covid-19 health crisis, the ensuing economic crisis and current geopolitical tensions are all contributing to a possible transformation of these global value chains. The purpose of this paper is therefore to examine the possible impacts on maritime transport, with a focus on the renewed role of secondary ports. Based on the results of a survey of around one hundred shippers (supply chain management), three elements will be highlighted. The first concerns changes in purchasing strategies, with, at the very least, a \"China+1\" strategy, which may extend to industrial relocations. The challenge is to examine the possible locations for these relocations and to consider the potential advantages of the secondary ports of origin. In considering these changes of port of origin, the second is maritime transport and the relevance of having smaller ships to link these secondary ports of origin to secondary ports of destination, in a model comparable to that of charter airlines. Finally, and this constitutes the third element, the question of the reintegration of maritime transport arises, which accentuates the relevance of the choice of secondary","id":2815878,"source":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation - Dernières publications","titre":"Changes in world trade routes: an opportunity for secondary ports?","url":"https://doi.org/10.46298/cst.12522","pubDate":"Thu, 09 Apr 2026 14:03:48 +0200"},{"pubDate":"Thu, 09 Apr 2026 14:03:47 +0200","titre":"Industrial anchorage in bioeconomy: what role does logistics governance play?","url":"https://doi.org/10.46298/cst-10947","id":2815872,"description":"This paper tries to identify the anchoring factors for emerging bioeconomy activities in some territories, based on a reading of the logistic constraints of this sector which generates important flows upstream. It is based on an identification of location factors for industries using biomass; a comparison of the petroeconomy/bioeconomy “line” logistics flows and the analysis of three cases of companies: the first one remained anchored after having been bought; the other one quickly relocated; and the third one recently established. This leads to a proposal for the role of logistics governance that can contribute to anchor such activities facing highly international competition, dependent on raw materials price fluctuations and on uneven international","source":"Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation - Dernières publications"}]