Road Safety Country Overview – France
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Tramway-Oriented Development: What Results in What Context? Comparative Approach Between France and the Czech Republic
Tramway-oriented development: what results in what context? Comparative approach between France and the Czech Republic. Richard Zelezny To cite this version: Richard Zelezny. Tramway-oriented development: what results in what context? Comparative ap- proach between France and the Czech Republic.. Transportation Research Arena (TRA) 2014, Apr 2014, Paris - La Défense, France. hal-00871264v1 HAL Id: hal-00871264 https://hal.archives-ouvertes.fr/hal-00871264v1 Submitted on 9 Oct 2013 (v1), last revised 27 Jun 2014 (v2) HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Tramway-oriented development: what results in what context? Comparative approach between France and the Czech Republic. Richard Zeleznya,b,1 aUniversité Paris-Est Marne-la-Vallée, Laboratoire Ville Mobilité Transport, France bCzech technical university in Prague, Faculty of Architecture, Czech Republic Abstract This paper explores tramway-oriented development within two different cultures, France and the Czech Republic, which nevertheless have significant factors in common with regard to the goal of promoting the modal share of mass transit from a sustainable development perspective. Besides the basic urban variables, such as density and mixity, our work attempts to explore characteristics of pedestrian access to transit stations at neighbourhood scale. -
Women in European Transport with a Focus on Research and Innovation
Women in European transport with a focus on Research and Innovation An overview of women’s issues in transport based on the Transport Research and Innovation Monitoring and Information System (TRIMIS) Ortega Hortelano, A., Grosso, M., Haq, G., Tsakalidis, A., Gkoumas, K., van Balen, M., and Pekár, F. 2019 EUR 29833 EN This publication is a Science for Policy report by the Joint Research Centre (JRC), the European Commission’s science and knowledge service. It aims to provide evidence-based scientific support to the European policymaking process. The scientific output expressed does not imply a policy position of the European Commission. Neither the European Commission nor any person acting on behalf of the Commission is responsible for the use that might be made of this publication. Contact information Name: Ferenc Pekár Address: European Commission, Joint Research Centre, Vie E. Fermi 2749, I-21027, Ispra (VA) - Italy Email: [email protected] Tel.: +39 0332 783925 EU Science Hub https://ec.europa.eu/jrc JRC117687 EUR 29833 EN PDF ISBN 978-92-76-09692-4 ISSN 1831-9424 doi:10.2760/08493 Print ISBN 978-92-76-09691-7 ISSN 1018-5593 doi:10.2760/56299 Luxembourg: Publications Office of the European Union, 2019 © European Union, 2019 The reuse policy of the European Commission is implemented by Commission Decision 2011/833/EU of 12 December 2011 on the reuse of Commission documents (OJ L 330, 14.12.2011, p. 39). Reuse is authorised, provided the source of the document is acknowledged and its original meaning or message is not distorted. -
Course Catalogue 2016 /2017
Course Catalogue 2016 /2017 1 Contents Art, Architecture, Music & Cinema page 3 Arabic 19 Business & Economics 19 Chinese 32 Communication, Culture, Media Studies 33 (including Journalism) Computer Science 53 Education 56 English 57 French 71 Geography 79 German 85 History 89 Italian 101 Latin 102 Law 103 Mathematics & Finance 104 Political Science 107 Psychology 120 Russian 126 Sociology & Anthropology 126 Spanish 128 Tourism 138 2 the diversity of its main players. It will thus establish Art, Architecture, the historical context of this production and to identify the protagonists, before defining the movements that Music & Cinema appear in their pulse. If the development of the course is structured around a chronological continuity, their links and how these trends overlap in reality into each IMPORTANT: ALL OUR ART COURSES ARE other will be raised and studied. TAUGHT IN FRENCH UNLESS OTHERWISE INDICATED COURSE CONTENT : Course Outline: AS1/1b : HISTORY OF CLASSIC CINEMA introduction Fall Semester • Impressionism • Project Genesis Lectures: 2 hours ECTS credits: 3 • "Impressionist" • The Post-Impressionism OBJECTIVE: • The néoimpressionnism To discover the great movements in the history of • The synthetism American and European cinema from 1895 to 1942. • The symbolism • Gauguin and the Nabis PontAven COURSE PROGRAM: • Modern and avantgarde The three cinematic eras: • Fauvism and Expressionism Original: • Cubism - The Lumière brothers : realistic art • Futurism - Mélies : the beginnings of illusion • Abstraction Avant-garde : - Expressionism -
The United States - French Income Tax Convention
Fordham Law Review Volume 39 Issue 4 Article 2 1971 The United States - French Income Tax Convention Herbert I. Lazerow Follow this and additional works at: https://ir.lawnet.fordham.edu/flr Part of the Law Commons Recommended Citation Herbert I. Lazerow, The United States - French Income Tax Convention, 39 Fordham L. Rev. 649 (1971). Available at: https://ir.lawnet.fordham.edu/flr/vol39/iss4/2 This Article is brought to you for free and open access by FLASH: The Fordham Law Archive of Scholarship and History. It has been accepted for inclusion in Fordham Law Review by an authorized editor of FLASH: The Fordham Law Archive of Scholarship and History. For more information, please contact [email protected]. THE, UNITED STATES-FRENCH INCOME TAX CONVENTION HERBERT I. LAZEROW* INCOME tax conventions have been used by the United States for nearly forty years1 to relieve double taxation and prevent evasion of taxes. Recent conventions manifest a change in the terms for which the United States presses in treaties with other "developed" countries. This article will attempt to analyze the provisions of the most recent tax convention negotiated by the United States and France in order to set forth the meaning of terms and phrases that are likely to be used often in future United States tax conventions. The 1967 Convention will be a particularly important tool for analyz- ing future income tax conventions. It is the first convention with a developed country negotiated in the light of the Organization for Eco- nomic Cooperation and Development Draft,3 a model convention drafted primarily by European countries to harmonize their tax systems Sec- * Assistant Dean and Professor of Law, University of San Diego School of Law. -
What Light Rail Can Do for Cities
WHAT LIGHT RAIL CAN DO FOR CITIES A Review of the Evidence Final Report: Appendices January 2005 Prepared for: Prepared by: Steer Davies Gleave 28-32 Upper Ground London SE1 9PD [t] +44 (0)20 7919 8500 [i] www.steerdaviesgleave.com Passenger Transport Executive Group Wellington House 40-50 Wellington Street Leeds LS1 2DE What Light Rail Can Do For Cities: A Review of the Evidence Contents Page APPENDICES A Operation and Use of Light Rail Schemes in the UK B Overseas Experience C People Interviewed During the Study D Full Bibliography P:\projects\5700s\5748\Outputs\Reports\Final\What Light Rail Can Do for Cities - Appendices _ 01-05.doc Appendix What Light Rail Can Do For Cities: A Review Of The Evidence P:\projects\5700s\5748\Outputs\Reports\Final\What Light Rail Can Do for Cities - Appendices _ 01-05.doc Appendix What Light Rail Can Do For Cities: A Review of the Evidence APPENDIX A Operation and Use of Light Rail Schemes in the UK P:\projects\5700s\5748\Outputs\Reports\Final\What Light Rail Can Do for Cities - Appendices _ 01-05.doc Appendix What Light Rail Can Do For Cities: A Review Of The Evidence A1. TYNE & WEAR METRO A1.1 The Tyne and Wear Metro was the first modern light rail scheme opened in the UK, coming into service between 1980 and 1984. At a cost of £284 million, the scheme comprised the connection of former suburban rail alignments with new railway construction in tunnel under central Newcastle and over the Tyne. Further extensions to the system were opened to Newcastle Airport in 1991 and to Sunderland, sharing 14 km of existing Network Rail track, in March 2002. -
Roads Are Often Crowded, Frequently in Poor Condition, Chronically Underfunded, and Are Becoming More Dangerous
OVERVIEW America’s roads are often crowded, frequently in poor condition, chronically underfunded, and are becoming more dangerous. More than two out of every five miles of America’s urban interstates are congested and traffic delays cost the country $160 billion in wasted time and fuel in 2014. One out of every five miles of highway pavement is in poor condition and our roads have a significant and increasing backlog of rehabilitation needs. After years of decline, traffic fatalities increased by 7% from 2014 to 2015, with 35,092 people dying on America’s roads. CAPACITY & CONDITION With over four million miles of roads crisscrossing the United States, from 15 lane interstates to residential streets, roads are among the most visible and familiar forms of infrastructure. In 2016 alone, U.S. roads carried people and goods over 3.2 trillion miles—or more than 300 round trips between Earth and Pluto. After a slight dip during the 2008 recession, Americans are driving more and vehicle miles travelled hit a record high in 2016. With more traffic on the roads, it is no surprise that America’s congestion problem is getting worse, but adding additional lanes or new roads to the highway system will not solve congestion on its own. More than two out of every five miles of the nation’s urban interstates are congested. Of the country’s 100 largest metro areas, all but five saw increased traffic congestion from 2013 to 2014. In 2014, Americans spent 6.9 billion hours delayed in traffic—42 hours per driver. All of that sitting in traffic wasted 3.1 billion gallons of fuel. -
The Permanence of Limited Access Highways*
The Permanence of Limited Access Highways* Adolf D. M ay, Jr. Assistant Professor of Civil Engineering Clarkson College of Technology Potsdam, N. Y. Almost all studies of urban and state highway needs point out that in general streets and highways are not adequate for present traffic. Furthermore, these studies indicate that future traffic will have greater demands, and unless more action is taken, the highways will deteriorate, structurally and geometrically, at a rate faster than they can be replaced. The American way of life is dependent upon highways, as ex emplified by the rapid development of commercial, industrial, and residential areas along a new highway. In certain cases, this land development has occurred before the highway was opened to traffic. In the development of a new high-type highway, design features are controlled to permit optimum safe speeds, but as soon as some highways are open there is so much of a conflict between the high speed of through traffic and the variable speed of local traffic that control of speed is often a necessity. Soon afterwards, slow signs, blinking lights, and finally stop signs and traffic lights become necessary, thus decreasing the effectiveness in the movement of through traffic. Then it is usually too late and too expensive to rehabilitate the geometric design of the route, and the usual procedure is to leave the existing route to serve adjacent property and to build a new route for the through traffic. However, without protection of the new route from the development of the adjacent property, the strangulation will occur again and the highway, particularly near urban areas, will again become geometrically inadequate for the intended purpose. -
The Automobile Accident Insurance Act
1 AUTOMOBILE ACCIDENT INSURANCE c A-35 The Automobile Accident Insurance Act being Chapter A-35 of The Revised Statutes of Saskatchewan, 1978 (effective February 26, 1979) as amended by the Statutes of Saskatchewan, 1979, c.69; 1979-80, c.92; 1980-81, c.34 and 83; 1982-83, c.16 and 22; 1983, c.66, 80 and 82; 1983-84, c.1, 16 and 54; 1984-85-86, c.1 and 47; 1986, c.1 and 33; 1986-87-88, c.29; 1988-89, c.37, c.42, c.44, c.54 and c.55; 1989-90, c.15; 1990-91, c.35; 1992, c.20; 1994, c.34; 1996, c.9; 1997, c.S-50.11 and 12; 1998, c.18; 2000, c.A-5.3, I-2.01 and 5; 2001, c.33; 2002, c.44; 2004, c.L-16.1, T-18.1 and 35; 2005, c.5; 2006, c.25; 2011, c.3; 2012, c.14; 2013, c.S-15.1, W-17.11 and c.27; 2014, c.E-13.1; 2015, c.F-13.1001, c.I-9.11, c.21 and c.28; 2016, c.11, c.27 and c.28; 2018, c.6, c.21 and c.42; and 2020, c.20. NOTE: This consolidation is not official. Amendments have been incorporated for convenience of reference and the original statutes and regulations should be consulted for all purposes of interpretation and application of the law. In order to preserve the integrity of the original statutes and regulations, errors that may have appeared are reproduced in this consolidation. -
ANALYSIS of HIGHWAY CONCESSIONS in EUROPE French Study for the DERD/WERD
CONTENTS ANALYSIS OF HIGHWAY CONCESSIONS IN EUROPE French Study for the DERD/WERD INTRODUCTION ……………………………………………………………………………………….….1 I. ROAD INFRASTRUCTURE CONCESSION PRACTICE IN EUROPE ……………………………2 I.1 TOLL CONCESSIONS …………………………………………………………………………………..5 I.1.1 Toll system advantages and disadvantages I.I.2. Toll system functions I.1.3. Acceptability of toll systems in Europe I.2 SHADOW TOLL CONCESSIONS…………………………………………………………………….14 I.2.1 Definition I.2.2 Shadow toll practice in Europe I.2.3 Advantages and disadvantages of shadow tolls I.3. INITIAL CONCLUSIONS CONCERNING THE ROAD INFRASTRUCTURE CONCESSION APPROACH IN EUROPE …………………………………………………………18 I.3.1. Concession approach and remuneration of the concession company I.3.2. Widely varying road infrastructure practice in Europe I.3.3. Concession contracts compared with other infrastructure funding systems I.3.4 Principal merits of concession contracts I.3.5 Integration of socio-economic and equity return in connection with the decision to set up a concession contract I.3.6 Comparison of state-owned and private concession companies II. KEY COMPONENTS OF A ROAD INFRASTRUCTURE CONCESSION….………………...…38 II. 1. CONCESSION LOT SIZE………………………………………………………………………….…38 II. 2. ROAD INFRASTRUCTURE CONCESSION PERIOD……………………………………..………3 II.3 DEFINITION OF TOLL CHARGES …………………………………………………..………………40 II.3.1 Setting toll charges II.3.2 Remuneration of concession companies on a DBFO type basis – the interesting "traffic band concept II.4 CONCESSION COMPANY SELECTION PROCEDURES AND CRITERIA……………………...44 II.5 CONCESSION COMPANY FREEDOM………………………………………………………………46 II.6 SHARING OF RISKS BETWEEN PUBLIC AUTHORITIES AND CONCESSION COMPANIES ……….48 II.6.1. Transfer of risks in the case of a toll concession II.6.2 Transfer of risks in a shadow toll system II.7. -
French Travellers to Scotland, 1780-1830
French Travellers to Scotland, 1780-1830: An Analysis of Some Travel Journals. Elizabeth Anne McFarlane Submitted according to regulations of University of Stirling January 2015 Abstract. This study examines the value of travellers’ written records of their trips with specific reference to the journals of five French travellers who visited Scotland between 1780 and 1830. The thesis argues that they contain material which demonstrates the merit of journals as historical documents. The themes chosen for scrutiny, life in the rural areas, agriculture, industry, transport and towns, are examined and assessed across the journals and against the social, economic and literary scene in France and Scotland. Through the evidence presented in the journals, the thesis explores aspects of the tourist experience of the Enlightenment and post - Enlightenment periods. The viewpoint of knowledgeable French Anglophiles and their receptiveness to Scottish influences, grants a perspective of the position of France in the economic, social and power structure of Europe and the New World vis-à-vis Scotland. The thesis adopts a narrow, focussed analysis of the journals which is compared and contrasted to a broad brush approach adopted in other studies. ii Dedication. For Angus, Mhairi and Brent, who are all scientists. iii Acknowledgements. I would like to thank my husband, Angus, and my daughter, Mhairi, for all the support over the many years it has taken to complete this thesis. I would like to mention in particular the help Angus gave me in the layout of the maps and the table. I would like to express my appreciation for the patience and perseverance of my supervisors and second supervisors over the years. -
Global Paris Profiling the Region’S International Competitiveness and Connections
GLOBAL PARIS PROFILING THE REGION’S INTERNATIONAL COMPETITIVENESS AND CONNECTIONS GLOBAL PARIS PROFILING THE REGION’S INTERNATIONAL COMPETITIVENESS AND CONNECTIONS BROOKINGS: JOSEPH PARILLA, NICK MARCHIO, AND JESUS LEAL TRUJILLO THE BROOKINGS INSTITUTION | METROPOLITAN POLICY PROGRAM | 2016 EXECUTIVE SUMMARY n imagination and in fact, Paris is a quintessential global city. It has been one of the world’s most visited places for centuries, and its economy pros- pers today thanks to a well-educated workforce, modern infrastructure, and Iglobal niches in creative industries, business services, and tourism. Yet, facing new pressures related to globalization, technological disruption, and demographic change, the region’s growth has lagged relative to global peer regions that share its economic size, wealth, and industrial structure. To deliver economic opportunities for its residents, Paris must boost growth. This report, developed as part of the Global Cities 15 years. In a composite economic performance Initiative, a joint project of Brookings and JPMorgan index, Paris ranks fifth in comparison with its eight Chase, provides a framework for leaders in the Paris global peers. region to sustain the region’s prosperity and to bet- ter understand its competitive position in the global The Paris region can take advantage of changing economy. The report offers information and insights market, technology, and demographic trends, but on Paris’s global economic position by benchmarking it must focus on the core drivers and enablers the region against eight global peer regions based on of competitiveness. A competitive region is one in economic size, wealth, productivity, industrial struc- which firms can compete successfully in the global ture, and competitiveness. -
The Regulation of Road Infrastructure Operators in Portugal
The Regulation of Road Infrastructure Operators in Portugal Extended Abstract Gonçalo Pereira Rosmaninho October 2010 The Regulation of Road Infrastructure Operators in Portugal Extended abstract Technical University of Lisbon Gonçalo Pereira Rosmaninho Abstract In the last two decades the Portuguese road sector has experienced profound changes. The main outcome of these changes is a superior highway network, which allows traveling across almost all the country with comfort and ease. These highways are operated by private entities, through concession contracts signed between them and the public partner, the State directly, or indirectly by the Portugal Road Company (EP). These concessions, which are public-private partnerships, need to be subject to regulation. This regulation could be contained in the concession contracts, or done by a road sector regulator, which in Portugal is the Institute for the Road Sector (InIR). The contract regulation, although with some common features, differs and has specific particularities on each contract type. The regulation duties assigned to InIR, jointly with the concession contracts and the legal framework, defines the Portuguese road sector participation rules. In Portugal, the success of concessions in the road sector can be much higher if there are improvements on contract design and if the regulator becomes more independent, more pro-active, and is endowed with more tools. Keywords: regulation; concession; road sector; contract. 1. Introduction Since the last decade of the past century until nowadays, the Portuguese government has made a great effort to improve the road sector in Portugal, with the main objectives of renewing the network, shortening the distances between the populations and reducing accidents, and this last was a serious problem to solve.