The aim of this paper is to throw light on the link between high speed means of transportation -especially the TGV -and the present-day temporal structures of the society. The first part describes how the industrial time is born of the industrial capitalism and its conceptions of the work. This model changes but is still very topical, regarding certain important aspects of the contemporary socioeconomic structures. Nevertheless, this permanence can't explain the whole current evolutions. The second part shows how the high speed travel behaviors -considering only professional purposes -reveal also some mains breaks with the model of industrial time. Third part looks into the model of the fragmented time, which would appear gradually surimposed to the industrial time. Finally, the fourth part presents the figures of high speed as an opportunity and high speed as a necessity. This dual reading of the ways to deal with the distance with high speed means of transportation, appears adapted to the double temporal structure which prevails today.
Although social scientists have examined how political speeches may help forge and/or shape collective memories, they have done so with little to no input from psychologists. We address this deficit, demonstrating how a modified version of a well-established and empirically derived psychological phenomenon—socially shared retrieval-induced forgetting—helps explain the mnemonic consequences associated with political speeches, in this case, the Belgian King’s 2012 summer speech. To this end, we analyzed the responses of 43 French speakers and 49 Dutch speakers. Of these individuals, 35 attended to the speech (16 French speakers; 19 Dutch speakers). Our results suggest that the Belgian King’s speech induced French-speaking Belgians who attended the speech to recall less information related to what the King mentioned in the speech. We found no such deficit for Dutch-speaking Belgians. Rather, the Dutch-speaking Belgians exhibited a trend toward greater recall of related and unrelated information when attending relative to not attending to the speach. These results bolster the importance of including a psychological approach in the study of collective memories and the moderating role of social identity.
International audienceThe TGV (French high-speed train) is a minor innovation. It is initially the product of a society, which it then causes to evolve. In fact, the genesis of the TGV ran concurrently to the crisis in "Fordism." Thus, to analyze the former through the latter could be pertinent. This paper presents an overview of the exhaustion of Fordism. It then considers the TGV as a symbol of railroads opening up to the pressure of competition. It is then observed that while concrete, this opening has remained partial. Lastly, the TGV appears to be shaped by new models of social organization. Looking back at the TGV’s genesis through the macro-economic transformations of its time allows for a better understanding of how this means of transportation fits into our society’s current reality.Le TGV est une innovation mineure. Avant de la transformer, il porte la marque de la société qui l'a produit. Or la genèse du TGV est contemporaine de la "crise du fordisme". On peut donc tenter de lire la première à travers la seconde. Ce papier présente rapidement une lecture de l'épuisement du fordisme. Ensuite, il envisage le TGV comme signe de l'ouverture du monde ferroviaire à la pression concurrentielle. On verra alors que cette ouverture, réelle, est demeurée partielle. Enfin, le TGV apparaît comme façonné par de nouveaux modes d'organisation sociale. Ce retour sur la genèse du TGV à travers les mutations macroéconomiques de son temps permet de mieux comprendre comment cette offre de transport s'inscrit aujourd'hui dans la réalité de notre société
This article focuses on the decline in the use of public transport in the context of the coronavirus disease 2019 (COVID‐19) crisis in the Lyon metropolitan area, France. Using data from a web‐based survey, supplemented by traffic counts and a qualitative survey, we explain this decline by the decrease in out‐of‐home activities such as work and the concomitant increase in teleworking, as well as by modal transfers. We test these explanations by multiple regression models that include socio‐demographic, residential, professional and attitudinal variables. We conclude with a discussion on the lasting of these changes and their implications for mobility policy.
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