Nouvelles dynamiques territoriales des activités de distribution : l'émergence de nouvelles polarités logistiques périurbaines

Les transformations des systèmes urbain et productif conduisent à une relocalisation des activités logistiques depuis une quarantaine d'années. Dans les pays développés, la dynamique territoriale la plus marquante est celle de la métropolisation logistique, caractérisée par un double processus : (i) concentration croissante des activités logistiques dans les plus grandes aires urbaines et (ii) desserrement vers les espaces périurbains. Cette métropolisation logistique, largement documentée en région parisienne et à l’étranger, a été toutefois peu étudiée pour l’ensemble du territoire français. Cet article cherche à combler ce manque par l’étude des dynamiques territoriales des activités logistiques à l’½uvre en France. Dans un contexte de développement généralisé d’espaces logistiques en zone périurbaine, cette recherche s’interroge sur les formes qui prend ce développement, et teste l’hypothèse d’une éventuelle émergence de pôles qui concentrent une part croissante des constructions d’entrepôts dans le périurbain. Pour tester cette hypothèse sont comparées les surfaces d’entrepôts construites, durant trois périodes (1985-1989, 1990-1999, 2000-2009) dans l’ensemble des aires urbaines françaises

Freight flows and Urban Hierarchy : Some Evidence from France

International audienceThis paper considers the varying hierarchy of freight flows between urban areas, distinguishing between manufacturing and wholesale trade activities. It draws on the results of a French survey that describes shipments sent by firms. It shows that the pattern of freight flows between urban areas in France is hierarchical, but that it varies according to whether the flows are generated by wholesale trade activities or by manufacturing. The differences are explained by the specific organizational characteristics of each of these two activities. Wholesale trade broadly reflects the traditional spatial organization of service activities, with interlocking areas of influence. The spatial organization of manufacturing flows is more complex, and seems to be much more the result of regional specialization of activities

Employment suburbanisation, reverse commuting and travel behaviour by residents of the central city in the Paris metropolitan area

International audienceThis paper analyses the relationship between employment suburbanisation in the Paris metropolitan area, the growth of reverse commuting and changes in the weekday travel behaviour of working residents of the central city over a 20 years period. The results show that the number of reverse commuters has significantly increased because the municipality of Paris has lost many jobs but few working residents whilst employment has developed in the suburbs. Reverse commuters are mainly and increasingly high income professionals whose workplace is located close to the central city in employment sub-centres that are well served by public transport. Consequently reverse commuters have lower than average car use although differences exist and are related to their professional status. The policy implications of these findings are discussed in the conclusion

Supplying Cities from Abroad: The Geography of Inter-Urban Freight Flows

This article aims to identify the role of urban areas in freight systems. To achieve this goal, the article examines the nature and intensity of inter-urban freight flows in France. It draws on the results of a French survey that describes shipments sent by firms. It paints a simplified picture of the geography of freight flows with regard to the light they shed on economic interactions between urban centers. It shows that the pattern of inter-urban freight flows in France is hierarchical: large urban areas are supplied by smaller ones

Exploring the Relationship Between Work and Travel Behavior on Weekdays: Analysis of Paris Region Travel Survey over 20 Years

International audienceThis paper questions the relationship between work and weekdays travel behavior of workers. Not only commuting trips are taken into account but also business trips. Data come from the 1983 and 2001 Travel Survey of the Paris Region. Results show significant differences between working days, during which work trips dominate, and non-working days during which non-work trips are by far more numerous and also more diversified. Moreover travel behavior is different on workdays if the worker has made business trips or not. In addition our research shows how differences in travel behavior by gender and by professional status are highlighted by taking into account business trips and by separating working and non-working days. Finally, we highlight the main changes over the 1983-2001 period

Définitions opérationnelles du temps pour l'analyse des données longitudinales : illustration dans le champ des mobilités spatiales

International audienceTemporality of human and social phenomena raises theoretical complex issues and specific technical challenges, including analyzing and visualizing of temporal information. This paper proposes an operational typology of three kinds of time: schedule-time, process-time and succession-time. Then it illustrates the usefulness of this typology through three case studies dealing with mobility (residential trajectories, programs of activities and daily trips, routes of freight delivery). These examples are analyzed using longitudinal data and several modes of graphical representation (distribution plot, sequence frequency plot, slide plot). Our approach is willing to enrich and clarify the understanding of time as an attribute into a statistical information system. This approach is inductive and pragmatic: we started with specific thematic and technical issues regarding the analysis and the graphical representation of longitudinal data to move towards theoretical specifications of time. In short, we tried to model an appropriate time to our research objects. This research approach is rendered in reverse in the article: from the theoretical thinking about time to the field of spatial mobility.La temporalité des phénomènes étudiés en sciences humaines et sociales pose des problèmes théoriques complexes et des problèmes techniques spécifiques, notamment d'analyse et de visualisation de l'information temporelle. Cet article propose une typologie opérationnelle distinguant trois types de temps – calendrier, processus et succession – puis il illustre l'intérêt de cette typologie à travers trois cas d'étude qui traitent des mobilités spatiales (parcours résidentiels, programmes d'activités et de déplacements quotidiens, itinéraires d'acheminement de marchandises). Ces exemples sont analysés à partir de données longitudinales et de plusieurs modes de représentation graphique (en chronogramme, en tapis, en coulées). Nous cherchons ainsi à enrichir et clarifier l'appréhension du temps comme attribut dans un système d'information statistique. Notre démarche de recherche a été largement inductive et pragmatique. Nous sommes partis de préoccupations thématiques et techniques particulières, concernant l'analyse et la représentation graphique des données longitudinales, pour aller vers des spécifications théoriques plus générales du temps. Nous avons cherché, en somme, à modeler un temps à la mesure de nos objets de recherche. Cette démarche est restituée en sens inverse dans l'article : de la réflexion théorique à la mise en pratique dans le champ des mobilités spatiales

Formes d’organisation du travail et mobilité quotidienne des actifs franciliens / Forms of Work Organisation and Daily Mobility of Workers in Île-de-France

This paper examines the effects of recent changes in the spatial and temporal forms of work organisation on the daily mobility of workers in Île-de-France. On the basis of the Transport Global Survey (Île-de-France Mobilités-OMNIL-DRIEA), spatial (“sedentary”, “mobile”) and temporal (“standard”, “shifted”) categories are defined to describe forms of work organisation. The results show that these are associated with differences in the daily mobility practices of workers in Île-de-France and their use of modes of transport. Mobile work organisation results in them travelling more and for greater distances, spending more time on transport and using automobiles more often. Shift work organisation is linked with more intensive use of automobiles and a lesser mobility for personnal activities. Over the period 2001-2010, the results suggest that the decline in automobile use concerns all Île-de-France workers, regardless of the form of work organisation.L’article examine les effets des évolutions spatiales et temporelles récentes de formes d’organisation du travail sur la mobilité quotidienne des actifs de la région Île-de-France. À partir de deux éditions de l’Enquête Globale Transport (Île‑de‑France Mobilités‑OMNIL‑DRIEA), des catégories spatiales (« sédentaire », « nomade ») et temporelles (« standard », « décalée ») sont définies pour caractériser les formes d’organisation de travail. Les résultats montrent que celles‑ci sont associées à des différences de mobilité quotidienne des actifs franciliens et d’usage des modes de transport. L’organisation nomade du travail les conduit à davantage se déplacer, à parcourir plus de distance, à consacrer plus de temps au transport et à recourir plus souvent à l’automobile. L’organisation décalée va avec un usage plus intense de l’automobile et une moindre mobilité pour les activités personnelles. Sur la période 2001‑2010, les résultats suggèrent que le recul de l’usage de l’automobile concerne l’ensemble des actifs franciliens quelle que soit la forme d’organisation du travail.Proulhac Laurent. Formes d’organisation du travail et mobilité quotidienne des actifs franciliens / Forms of Work Organisation and Daily Mobility of Workers in Île-de-France. In: Economie et Statistique / Economics and Statistics, n°530-31, 2022. pp. 87-107

Qui se cache derrière la baisse de la mobilité automobile en Île-de-France ? Une analyse typologique des pratiques modales des actifs occupés franciliens

This paper analyzes the evolution in transport modal use in daily mobility of workers in the greater Paris area in the last decade. After many decades of continuous growth, car use has decreased while public transport, walking, cycling and motorized two-wheelers use has increased. The objective of this paper is to define the spatial and socio-demographic characteristics of workers who have changed their modes of transportation. A typological analysis is conducted based on data from the last two Paris region household travel surveys. This approach identifies who are the workers behind the decrease in private car use. A growing number of workers who live or work in Paris and in the inner suburbs, white collar and highly qualified workers, men, high incomes, workers with children, workers with driving license and workers in mono-motorized households have an alternative mobility. The results also underlines that high automobile mobility, a decreasing mobility behavior, concerns more and more peri-urban workers, craftsmen, tradesman, managers and blue collar, and workers over the age of thirty

Les espaces de consommation. Vers une économie résidentielle ?

International audienc

Freight flows and urban hierarchy

This research analyses the structure of material flows between urban centres. It is based on the results of a French survey that describes shipments sent by firms accross the country. Its aim is to shed light on the organization of urban systems. While most of works on urban systems are focused on the most visible and obviously dominant cities, little attention has been devoted to the basis of urban hierarchies. The purpose of this paper is to help fill this void, by integrating higher and lower levels of urban hierarchy. In order to do this, freight flows are analyzed to understand what they highlight on the economic interactions between the urban centres. This research shows that the pattern of freight flows between urban areas in France is hierarchical, but varies depending upon whether the flows are generated by wholesale trade activities or by manufacturing. The differences are explained by the specific organizational characteristics of each of these two activities. Wholesale trade broadly reflects the traditional spatial organization of service activities, with interlocking areas of influence. The spatial organization of manufacturing flows is more complex, which can be attributed to the regional specialization of activities. it should be highlighted that many of the outputs of manufacturing are inputs for wholesale trade. The majority of manufacturing flows involve parts and semi-finished goods that are not distributed to the market but to other manufacturing units, or to large purchasers who then coordinate the distribution of these goods. The exception could be certain fresh food products (i.e. Dairy), which, in their final form (ready for consumption), have a market-based distribution structure, similar to wholesale trade