Transformer notre avenir en un futur soutenable : pour une planification de la transition automobile

L'industrie automobile est dans une tourmente, conjoncturelle, tout d'abord, avec un marché profondément affecté par le Covid, des pénuries de matériaux et composants et des clients désorientés ;structurelle, ensuite, avec la transition â marche forcée vers l'électrification. Cette double crise est a haut risque pour l'industrie automobile, mais l'alignement de l'action de l'ensemble des parties prenantes devrait permettre â la filiere française de rester dans la course pour l'automobile du futur.

Introduction

L'industrie automobile est a la croisée des chemins, car elle est soumise a une conjonction d'externalités d'une ampleur et d'une intensité rarement vues : absorption de toutes les crises récentes, celles du Covid et des semi-conducteurs, mais aussi celle de la hausse des prix de l'énergie. C'est celui de parvenir å intégrer ces techniques afin de parvenir a réinventer l'automobile de demain, une automobile connectée, robotisée et traitant automatiquement de grands volumes de données afin de progresser en intelligence, et de mettre celle-ci au service de l'humain, pour un usage réinventé de l'automobile et pour instaurer un systéme de mobilité plus durable. Il appelle ainsi a mieux cibler l'accompagnement des fournisseurs pour faire émerger une nouvelle génération d'ETI et aussi l'apparition de grands équipementiers leaders dans le monde de l'électrique, de l'hydrogene et, plus globalement, de l'automobile de demain. Il demande aussi que l'Europe se donne du temps pour s'adapter a la transition en protégeant temporairement, a l'instar des États-Unis, son marché intérieur.

What is the Short-Term Impact of Decreasing the Speed Limit for Motor Vehicles on Bicycle Commuting? Evidence from French Cities during Covid-19 Pandemic

This article investigates the effect of a decrease in the speed limit for motor vehicles on bicycle commuting in French cities. I use a difference-in-differences event study design to measure a possible causal effect of motor vehicle speed limits on changes in bicycle traffic. I do not find any effect of the reduction of the speed limit from 50 km/h to 30 km/h on bicycle commuting. This result is important for public policy design, since increasing the number of bicycles is one of the benefits that politicians expect from decreasing the speed limit for motor vehicles.

What is the Short-Term Impact of Decreasing the Speed Limit for Motor Vehicles on Bicycle Communing? Evidence from French Cities during Covid-19 Pandemic

This article investigates the effect of a decrease in the speed limit for motor vehicles on bicycle commuting in French cities. I use a difference-in-differences event study design to measure a possible causal effect of motor vehicle speed limits on changes in bicycle traffic. I do not find any effect of the reduction of the speed limit from 50 km/h to 30 km/h on bicycle commuting. This result is important for public policy design, since increasing the number of bicycles is one of the benefits that politicians expect from decreasing the speed limit for motor vehicles. © 2022 Walter de Gruyter GmbH, Berlin/Boston 2022.

Driving, Social Distancing, Protective, and Coping Behaviors of Older Adults Before and During COVID-19.

A thorough understanding of individual characteristics of older adults during the COVID-19 pandemic is critical for managing the ongoing pandemic course and planning for the future pandemics. Here, we explore the impact of the COVID-19 pandemic on driving, social distancing, protective, and coping behaviors of older adults. This study reports data on participants aged above 65 whose driving behaviors are being monitored using Global Positioning System (GPS) devices. Participants completed a COVID-19 survey in May 2020. We found that older adults decreased their number of days driving, number of trips per day, as well as average driving speed, and had fewer speeding incidents following COVID-19 onset. We also show that female and African American older adults engaged in more positive coping and cleaning behaviors, and had greater decreases in the number of days driving during the pandemic. The findings highlight the importance of considering older adults' individual characteristics for an equitable response to the COVID-19 pandemic.

Prevalence of Alzheimer's Disease Pathology After Traumatic Brain Injury in Veterans and Civilians: A Biomarker Study of Beta-Amyloid and Tau

Background: Retrospective studies suggest that traumatic brain injury (TBI) increases the risk of Alzheimers disease (AD) four-fold. This has not been supported by recent PET imaging studies including our previous work in Vietnam War veterans. PET scanning to measure the proteins Amyloid and Tau are the key predictors of future AD. It is these abnormal protein deposits that define AD. However, PET TBI studies have had small cohorts and have not used the latest generation of more sensitive imaging biomarkers. Hypothesis: That individuals with traumatic brain injury (TBI) have a higher prevalence of AD related pathology and neurodegeneration compared to age matched controls. Study Design: We will use the latest generation of PET imaging and 7 Tesla MRI to measure AD pathology and chronic traumatic brain damage. We will study 150 elderly TBI subjects and 100 age-matched controls. In addition, psychological testing will be carried out such that the imaging results can be tested for correlation with clinical endpoints. Progress: The Covid 19 pandemic and administrative and ethics requirements have delayed aspects of the study, in particular the 7T MRI imaging. Never-the-less, due to co-funding from the Australian NHMRC and the participating institutions good progress has been made. To date 41 Vietnam war veterans, 84 persons with moderate or severe TBI due to motor vehicle accident and 40 age matched controls have been studied. Comparative cognitive and scanning data from 275 cognitively normal controls, 114 persons with mild cognitive impairment and 102 persons with mild Alzheimers disease was obtained from the AIBL study of ageing. Results: Analysis to date shows no increase in amyloid or tau in veterans or motor vehicle accident victims with TBI compared to controls. 7T MRI has not been acquired but all approvals for this are now in place and all participants are being re-consented for this and data sharing through FITBIR.

The Impact of COVID-19 on the Wholesale and Retail Trade—Repair of Motor Vehicles and Motorcycles Sector in Romania

The Wholesale and retail trade—repair of motor vehicles and motorcycles (section G of the National Classification of Economic Activities)—represents a fundamental component of the Romanian economic mechanism. The understanding of the economic and social impact of this sector is important through both the substantiation of the strategies of competing companies, as well as through the perspective of the public policies that have an impact on this sector and on the socioeconomic environment. The purpose of this study is to analyze the impact of COVID-19 on the Wholesale and retail—repair of motor vehicles and motorcycles sector in Romania during the state of emergency period and to highlight the main measures proposed for diminishing the effects of COVID-19 and re-launching the sector. The research methods used to achieve the purpose of this study are the bibliometric analysis, the descriptive analysis and the k-means algorithm. The results obtained highlight an impact of the SARS-CoV-2 virus, which differs based on the nature, the goods (food and non-food products) and the trading method (traditional trade, online trading). The COVID-19 impact is also reflected in the number of individual labor agreements suspended or annulled, during this period, with many people entering into furlough or losing their job. At the same time, the recovery time after the previous crisis of 2008 was 6 years for the gross and retail trade overall. In order to reduce the recovery time of the Wholesale and retail—repair of motor vehicles and motorcycles sector as a result of the crisis caused by the COVID-19 virus, the authors propose a series of measures in both the economic and social sector and outline the expected effect as a result of these proposed measures. © 2021, The Author(s), under exclusive license to Springer Nature Switzerland AG.

Identification of the Right Moment for Motor Vehicle Replacement—Life-Cycle Analysis in Serbia and Montenegro

This paper deals with the issue of planning the end-of-life phase of motor vehicle life cycles in Serbia and Montenegro. This topic is trending around sustainability issues, given the very unfavorable age structure of vehicles and the increasing import of used cars, which intensifies the problem of the number of waste vehicles. On average, a motor vehicle is in active use for a period of 10 to 15 years. Individual phases of its life cycle are indicated differently, using multiple parameters. All phases are influenced by many factors, but this paper focuses on the phases of active use and the end of life of a motor vehicle. This paper investigates these two phases in terms of the influencing elements. The main aim of this study is to lay the foundations for making adequate decisions on how to handle end-of-life vehicles, from the perspective of their drivers. The study includes performing quantitative research analysis via the k-means clustering technique on a sample of 1240 drivers (private and commercial vehicles), in order to draw concrete conclusions through appropriate statistical analysis. The key findings suggest that different market, business, and environment indicators define the phases of active use and end of life, throughout the life cycle of a motor vehicle. Future research will expand the sample to surrounding countries.

Achieving ‘Active’ 30 Minute Cities: How Feasible Is It to Reach Work within 30 Minutes Using Active Transport Modes?

Confronted with rapid urbanization, population growth, traffic congestion, and climate change, there is growing interest in creating cities that support active transport modes including walking, cycling, or public transport. The ‘30 minute city’, where employment is accessible within 30 min by active transport, is being pursued in some cities to reduce congestion and foster local living. This paper examines the spatial relationship between employment, the skills of residents, and transport opportunities, to answer three questions about Australia’s 21 largest cities: (1) What percentage of workers currently commute to their workplace within 30 min? (2) If workers were to shift to an active transport mode, what percent could reach their current workplace within 30 min? and (3) If it were possible to relocate workers closer to their employment or relocate employment closer to their home, what percentage could reach work within 30 min by each mode? Active transport usage in Australia is low, with public transport, walking, and cycling making up 16.8%, 2.8%, and 1.1% respectively of workers’ commutes. Cycling was found to have the most potential for achieving the 30 min city, with an estimated 29.5% of workers able to reach their current workplace were they to shift to cycling. This increased to 69.1% if workers were also willing and able to find a similar job closer to home, potentially reducing commuting by private motor vehicle from 79.3% to 30.9%.