Laboratoire Aménagement Économie Transports

This study examines the motivations influencing social entrepreneurial intentions among Tunisian students. Utilising principal component analysis (PCA) and discriminant analysis (DA), data was collected from 302 students at the Faculty of Economics and Management Sciences of Sfax. The results reveal that both intrinsic motivations (such as those responding to needs, empathy, social innovation, and passion) and extrinsic motivations (including family background, relational networks, entrepreneurship education, national culture, and digital channels) positively impact students' social entrepreneurial intentions. The findings highlight the need to foster a social entrepreneurial mindset among Tunisian students, suggesting that dedicated training and academic programs in universities are crucial for promoting social entrepreneurship as a viable career option. This study underscores the importance of supporting social entrepreneurs to address pressing societal challenges and suggests further research on the actualisation of social entrepreneurial intentions.

ABSTRACT The article examines the development of three successive policy proposals for shale gas exploration in France, highlighting the transactional trajectories of each. Using a policy transactional perspective, it demonstrates how policy solutions are shaped by both definition and appropriation. Policy proposals emerge through the redefinition of the problem they address, with this process also assigning roles and identities to various actors, casting them as victims, culprits, or heroes within a causal narrative. This definitional work is further influenced by the appropriation (or lack thereof) of key allies. As such, each proposal reflects a sense of ownership. The rules of appropriation differ depending on the primary debate space in which the proposal is developed. This variation accounts for why some policymakers can adapt their positions, while others cannot.

To continuously monitor mobility flows aboard public transportation, low-cost data collection methods based on the passive detection of Wi-Fi signals are promising technological solutions, but they yield uncertain results. We assess the accuracy of these results in light of a three-month experimentation conducted aboard buses equipped with Wi-Fi sensors in a sizable French conurbation. We put forward a method to quantify the error between the stop-to-stop origin-destination (O-D) matrix produced by Wi-Fi data and the ground truth, when the (estimated and real) volumes per boarding and alighting are known. To do so, the error in the estimated matrix is modeled by random noise. Neither additive, nor multiplicative noise replicate the experimental results. Noise models that concentrate on the short O-D trips and/or the central stops better reflect the structure of the error. But only by introducing distinct uncertainties between the boarding stop and the alighting stop can we recover the asymmetry between the alighting and boarding errors, as well as the correct ratios between these aggregate errors and the O-D error. Thus, our findings give insight into the main sources of error in the Wi-Fi based reconstruction of O-D matrices. They also provide analysts with an automatic and reproducible way to control the quality of O-D matrices produced by Wi-Fi data, using (readily available) count data.

CO2 emissions from urban daily mobility play a major role in both environmental degradation, rising economic costs, and sustainability. Reducing these emissions not only advances environmental sustainability but also fosters economic development by enhancing public health, lowering energy consumption, and alleviating the financial strain caused by climate change. Understanding the dynamics of CO2 emissions from urban daily mobility provides valuable historical insights into environmental impacts and economic costs tied to urban development. This study takes a historical perspective, examining changes in CO2 emissions associated with daily mobility in the Lyon agglomeration across two decades, drawing on data from the 1995 and 2006 household travel surveys. Our findings reveal that individual factors such as gender, age, employment status, and income significantly influence CO2 emissions, with males and full-time workers exhibiting higher emissions. Furthermore, household characteristics, including size and vehicle ownership, are critical in shaping emission levels, while urban form variables such as population density and mixed land use demonstrate a negative correlation with emissions, highlighting the importance of urban planning in mitigating CO2 output. The analysis emphasizes that greater accessibility and proximity to essential services are vital in reducing individual emissions. Based on these insights, we discuss the implications for policy design, suggesting targeted strategies to enhance urban mobility, improve public transport accessibility, and promote sustainable urban development. Finally, we outline directions for future research to further explore the intricate relationship between urban characteristics and emissions, ultimately aiming to contribute to the development of effective climate policies.

The Covid-19 pandemic had a significant impact on people's travel behaviour and their perception of various transportation modes. This paper presents the results of two cross-sectional surveys conducted in Tehran, Iran, during and after the pandemic. Multivariate ordered logit modelling is used to identify factors that influence usage and to explore their interrelationships by analysing correlations among the utility of the ordered frequency of use of the private car, public transportation, ride-hailing and collective line taxi. Socioeconomic characteristics contribute significantly. Low-income individuals were more likely to use public transport during the pandemic, whereas university students and private sector employees were more prone to use ride-hailing. Women tended to use ride-hailing more, especially in the post-pandemic period. The findings suggest that while, on the whole, usage has increased for all modes in the post-pandemic period, in terms of commuting modal share, metro has gained substantially and private car has lost. Ride-hailing proved highly resilient in Tehran's mobility landscape. Correlation analysis indicated a clear contrast between private cars and public transport/collective line taxis, which is further heightened in the post-pandemic period. Although ride-hailing complements both public transport and collective line taxis, it does not exhibit meaningful correlations with the private car.

Fondée en 1866, la Société d’économie politique de Lyon est la deuxième du genre après celle de Paris en 1841. Rassemblant dès ses origines l’essentiel des milieux d’affaires du Rhône, notamment dans les milieux de la banque et de la soierie, ses membres se donnent pour tâche de promouvoir le libéralisme économique et plus particulièrement le libre-échange, afin de développer les échanges commerciaux de leur ville. Très vite, compte tenu des atouts industriels lyonnais, les ambitions deviennent nationales et internationales, et les personnages les plus influents de la région comme Henri Germain, Édouard Aynard ou Auguste Isaac s’investissent pour renforcer les liens avec le voisin britannique. Par intérêt commercial mais aussi par sympathie libérale, la société d’économie politique de Lyon va pour longtemps devenir un bastion de l’anglophilie en France, enviant la politique douanière britannique, copiant la politique sociale du Royaume-Uni et poussant à faire des deux pays des partenaires incontournables.

La population étudiante est en croissance constante en France depuis les années 2000. Dans un contexte de pénurie de logements abordables à destination des étudiants, plusieurs grands plans nationaux ont établi des objectifs quantitatifs en matière de construction de logements, et certaines grandes villes universitaires ont adopté des politiques locales en matière de logement étudiant. Cet article propose une comparaison des processus d’institutionnalisation des politiques de logement étudiant dans les métropoles de Lyon et de Lille. Il s’appuie sur une enquête qualitative constituée d’entretiens semi-directifs et d’une analyse documentaire. Bien que les deux territoires investigués disposent de documents stratégiques pour planifier le logement social étudiant, leurs mises en œuvre diffèrent grandement. La première partie de l’article analyse les modalités de gouvernance locale. Si la Métropole de Lyon a pu mettre en place, dès 2010, une gouvernance du logement social étudiant appuyée par un cadre réglementaire et issu d’une démarche partenariale, la Métropole de Lille a récemment construit un dispositif de gouvernance inspiré de l’expérience lyonnaise. La deuxième partie décrit des degrés d’institutionnalisation différents dans les politiques locales, qui s’expliquent par l’historique de la mise à l’agenda et la stabilisation des relations entre les acteurs des territoires.