What is the reasoning for the Grand Paris? What does the transformation of the relationship between Paris and its suburbs imply? “Searching for the Grand Paris” is an original MOOC featuring accounts from residents, association representatives, experts, and researchers. It also contains archival footage and documents, as well as a comparative analysis of Brussels, London, and other French cities. The MOOC combines historical and comparative approaches with a discussion of controversial topics. It also reflects upon the notion of scale and questions what is at stake in the implementation of the Grand Paris. It discusses the evolution of Paris and its region, as well as issues such as ethnic and social segregation, economic growth, safety, the environment, housing, transportation, city construction, education, and culture. “Searching for the Grand Paris” is not exclusively directed towards universities. It is free and for the general public. This dynamic, even lively, MOOC was made in collaboration with students from the University of Science Po (Paris Institute of Political Studies), along with many other contributors. TEACHER : Patrick Le Galès (politist and sociologist) PREREQUISITE There is no required prerequisite for this course. PLAN DU COURS Session 1: Metropolization and Economic Growth Session 2: Population and Migration Session 3: Housing and Construction Session 4: Transportation and Mobility Session 5: Law enforcement and Environment Session 6: Culture and Education EVALUATION This MOOC offers a final MCQ. PEDAGOGICAL TEAM Héloïse Thibault, Valentine Quinio, Judith Lienhard, Ninon Beillard, Juliette Guichardet, Odile Gaultier-Voituriez, Miyuki Tsuchiya, Maxime Crépel, Pôle Audiovisuel Sciences Po TERMS OF USE All rights reserved PARTNERS Mairie de Paris | Ecole urbaine de SciencesPo Paris | Grand Public
ITW - MATHIEU FLONNEAU - PART2
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来自 Sciences Po 的课程
Searching for the Grand Paris
3 个评分
从本节课中
Session 4: Transportation and Mobility
与讲师见面
Patrick Le Galès
Centre d'études européennes
"Searching for the Grand Paris"
"What part did innovation play in the evolution of mobility,
and especially cars?"
-One thing is sure, technical innovation does play a part.
Adapting the Parisian métro system
heavily influences mass public transportation.
But public transportation is quickly challenged by new modes of transport,
which are automobiles, and beyond, motoring.
I do not necessarily mean individual cars,
but the first step of the generalization
which led to the spread of cars, inclusive of many usages,
was one that had to do with professional usages
and public usages.
Public transportation and buses are automobiles in that sense.
So this mode of transport started to play a significant part
because the criteria for travel comfort and speed
were established by modern motoring.
So this mode of transport also played an incentive role for all other modes
and it made some redundant.
Trams were dying
because they were not suited for a faster surface network.
Its routes and capacity were poorly-suited.
So the kind of tram which reemerges in the late 1990s
is radically different.
It is technically very different.
So technical innovation is essential and the main one was motoring.
During the early 20th century,
it spread through the generalization of its usages,
and after World War II, if we jump to some time later,
through the generalization of car ownership.
But it comes after usage generalization
which dates back to before World War I.
During the post-war economic boom,
there was what I referred to as a 10-year motoring boom,
when the ring road was built.
Then, during the 1970s,
we reached a sort of automobile black hole
which could not handle the inner traffic.
So the completion of the ring road in 1973
led to the end of the temptation, and some engineer were very tempted,
to make everything about cars.
But transportation was never exclusively about cars.
Automobiles did allow for easier access to the city.
Here is an example.
One element is often disdainfully and casually dismissed
when we make cars out to be only a cause for issues,
but they are coveted. It should be taken into account.
Paris hosts the first motor show in the world, the Mondial,
which has over 1 million visitors.
So it reflects this idea of individual desire.
We should also remember that cars made the octroi outdated.
The octroi existed until 1943.
But it became impossible to keep
when exchanges with the suburbs increased.
Lastly,
through major infrastructure with a paradoxical fate and image,
the ring road for instance,
Paris no longer had the image of a closed-off city.
Instinctively, we tend to see the ring road as a new city wall,
which is wrong
and shows a misunderstanding of the real usage for the ring road,
which, through interchanges and gates, opened up the capital more than ever.
Paris had never been as open has it has been since it was built.
It is obvious that we have to rethink the urban fabric based on its gates,
but the ring road should have been considered as a resilient equipment,
which it is.
The ring road was undoubtedly
a major impulsion for the growth of automobile,
and for Paris's influence at a local level first,
as it is a local road,
at a regional, of course, but also national and European levels.
Its architects connected it to the main highways
which travel through France and connect it to European countries.
Automobile is an emotional topic, and as I wrote abundantly about,
it causes a kind of schizophrenia.
We use automobiles and today, we may wonder how carpooling
and the uberization of short-distance travels within the city
give automobiles a new impulsion.
Automobiles were thought to be archaic but are rejuvenated by new technologies
as even the major companies understood.
The aspect of desire and individual emancipation
is not outdated, on the contrary.
So even if the use of cars is outdated in central spaces,
and although in Paris, slightly less than half of the population has a car,
a lot more do have access to a car, which is an important distinction.
We should distinguish between households and people owning a car.
Households in Paris are very specific
as it is the area with the most childless or isolated households.
So some of its usages are specific to it
and as soon as we are past the ring road,
automobile usages are similar to the rest of the country
and much more important.
Jean-Pierre Orfeuil and I wrote "Vive la route ! Vive la République !"
because roads are not just about individual vehicles
and modes of transport,
but they can be used by public transportation.
The roads are essential to connect territories,
and to provide access to activities and employment.
At the level of the inner and outer suburbs,
automobiles are still relevant.
They shaped the urban landscape in Ile-de-France.
"Spatial segregation" seems to me too strong a word
against the automobile system.
Why? Because it became a social mode of transport.
And all the debates about diesel bring the issue back on the table.
We are ostracizing people who need cars
because they have no alternative, because they do not have
what I call provocatively town center mobile gadgets,
which are aimed at wealthy inhabitants such as all sharing systems,
which are not economically valid on the scale of the Grand Paris.
We should tread carefully because if history worked rationally,
cars would have disappeared from cities.
The desire for this object has to be taken into account.
Then, we have to choose the fate of the budding Grand Paris,
but there are pockets of resistance.
Historical and touristic Paris still exists,
but it is different from the Grand Paris and its industrial activities.
