In this work we address the issue of sustainable cities by focusing on one of their very central components: daily mobility. Indeed, if cities can be interpreted as spatial organizations allowing social interactions, the number of daily movements needed to reach this goal is continuously increasing. Therefore, improving urban accessibility merely results in increasing traffic and its negative externalities (congestion, accidents, pollution, noise, etc.), while eventually reducing the quality of life of people in the city. This is why several urban-transport policies are implemented in order to reduce individual mobility impacts while maintaining equitable access to the city. This challenge is however non-trivial and therefore we propose to investigate this issue from the complex systems point of view. The real spatial-temporal urban accessibility of citizens cannot be approximated just by focusing on space and implies taking into account the space-time activity patterns of individuals, in a more dynamic way. Thus, given the importance of local interactions in such a perspective, an agent based approach seems to be a relevant solution. This kind of individual based and “interactionist” approach allows us to explore the possible impact of individual behaviors on the overall dynamics of the city but also the possible impact of global measures on individual behaviors. In this paper, we give an overview of the Miro Project and then focus on the GaMiroD model design from real data analysis to model exploration tuned by transportation-oriented scenarios. Among them, we start with the the impact of a LEZ (Low Emission Zone) in the city center.

Depuis les années 70 les enquêtes ménages sont habituellement utilisées pour fournir des indicateurs à des niveaux d’échelle très agrégés. Cependant, ces sondages rassemblent des informations très détaillées sur la mobilité quotidienne des citadins. Nous proposons dans cet article d’exploiter cette source d’information en présentant une chaîne méthodologique basée sur l’analyse des programmes d’activités des individus.

Dans l’objectif d’analyser en quoi les routines de mobilité participent de l’habiter périurbain, dans ses dimensions individuelles et collectives, un corpus d’entretiens « embarqués » a été constitué pour observer les déplacements domicile-travail des habitants de deux territoires à Grenoble et Aix-en-Provence. Nous illustrerons d’abord comment l’organisation routinière des déplacements se met en place et permet d’agencer les activités quotidiennes dispersées entre les lieux souvent centraux du travail et les lieux plus périphériques de la résidence. Après des phases de tests puis de stabilisation mais aussi d’adaptation, des routines complexes se construisent de manière dynamique et constituent le socle d’un système social et spatial de mobilité et d’habiter périurbain. Puis nous analyserons les effets collectifs produits par le processus de routinisation de la mobilité sur le rapport de l’individu à son territoire et plus encore des groupes sociaux émergeants autour d’une condition de vie et de mobilité partagée, celle du périurbain.

What are the interindividual relationships involved in periurban journeys and what is their outcome? Do they create a sense of collective solidarity? Do they concern particular types of journey? These are the issues raised in this paper. Based on a qualitative analysis of space and time in relation to journeys taken by inhabitants using public transport or car-sharing within the Grenoble district (France), we show that journeys between home and work play a dual role of buffer and link between the spheres of daily life, because they cover a range of uses and social interactions. The notion of sharing not only a passenger compartment and standards and rules of interaction but also a sense of collective solidarity, rooted as much in everyday space (home, workplace) as in the experience of the journey itself, leads us to define an identity of movement. This includes a feeling of recognition and belonging based on sharing the same material conditions and ideals of transport, central to the understanding of the individual and collective organization of journeys.

Les enquêtes relatives aux mobilités quotidiennes permettent de recueillir des informations sur les pratiques et les comportements de mobilité des individus. Ces enquêtes et les analyses qui en découlent sont nécessaires pour l’élaboration et l’évaluation des politiques publiques de transport. Ces enquêtes utilisent généralement des moyens traditionnels de recueil de données, selon des méthodes d’enquête standard. Aujourd’hui, l’avènement des nouvelles technologies permet d’imaginer de nouveaux protocoles d’enquête et de recueil de données. Les technologies de géolocalisation, comme le GPS, peuvent en effet offrir un support intéressant à de nouveaux types d’enquêtes dites « assistées ». Cependant, ces technologies sont parfois difficiles à maîtriser dans le cadre d’enquêtes sur des échantillons représentatifs de la population. Par ailleurs, l’utilisation des technologies de géolocalisation impose de modifier significativement les protocoles d’enquête développés jusqu’à présent. Afin d’évaluer le bénéfice potentiel que les technologies de géolocalisation peuvent apporter aux enquêtes de mobilité actuelles, nous avons effectué une évaluation comparée entre une enquête de mobilité classique type Enquête Ménage Déplacement (EMD) et une enquête assistée par la technologie GPS. Cette évaluation comparée nous a également permis d’identifier les principaux verrous relatifs aux enquêtes assistées, qu’ils soient technologiques ou méthodologiques.

Activities that concern tourism are a source of economic development for regions having attractive areas, either due to natural or cultural resources, but it may also endanger fragile environments. Evaluating and preventing over a long period of time the environment from the consequences of tourist activities is a major task. A better knowledge of spatial distribution and frequent usage over time of such areas can give evidence to pheno- mena like saturation, and give clues to understand what controls individual choices and/or typical collective itineraries. We present two studies based on an survey that combines information on: - the perception and the motivation of tourist practices, - a graphical representation of a trajectory in the tourist area that includes time period information. The first study concerns natural protected areas in the French Ardèche mountains and Northern Alpine Mountains (France). The second study concerns the Dutch National Park "De Hoge Veluwe" and the Kroller-Muller Museum (and its famous Van-Gogh paintings). By comparison, we show that a statistical analysis combined with a time-space oriented GIS (CDV-TS system) prove to be in both cases a powerful tool for recreational areas managers. The resulting information produced is related to symbolic systems based on practices and observed use of time-space. A principle of the CDV-TS system (Cartographic Data Visualizer for Time- Space data) is to give the user an access to data on tourist itineraries in a fully dynamic computing environment. The user selects items (e.g., type of hikers, type of day, type of motivation: such categories are defined from a previous statistical treatment) and visualises the selected list of existing itineraries. A temporal selection is also possible among the itineraries, either at a given time, or on periods of time during the day. The main results or concerns are: • from a fundamental point of view, the interest of developing new tools for both temporal and spatial data that will lead to new hypotheses; • from an operational point of view, the necessity of long term decisions on the development of such areas: insufficiently exploited resources, inappropriated uses, and simulation of consequences of controlling individual behaviour on areas.