To fight against the economic crisis, French Government, like many others in Europe, has decided to give a boost to high-speed line projects. This paper explores the implementation and decision-making process in TGV projects, their evolutions, especially since the Mediterranean TGV-line. This project was probably the most controversial, but paradoxically represents today a huge success for all the actors involved. What kind of lessons we can learn from this experience? How to evaluate the impact of this project on TGV-line planning? How can we characterize this implementation and decision-making process regards to the sustainability challenges? The construction of Mediterranean TGV-line was the occasion to make several innovations: to introduce more dialog into the decisionmaking process, to take into account the environment, to introduce a new project management and technological innovations. That's why this project appears today as an example in terms of integration of sustainable development. In this paper we examine the different kinds of innovations developed in this project, by using concepts from sociology of innovation to understand how these solutions emerged in a controversial situation. Then we analyze the lessons which were drawn from this decision-making process (in the immediacy and a posteriori) and the way in which procedures evolved: creation of new tools and devices (public consultation, project management…). Finally we try to highlight the impact of this evolution on TGV projects governance. In particular, new methods of implementation and financing involve a reconfiguration of the system of actors. The aim of this paper is to define the impact of this reconfiguration on negotiations between stakeholders.
La coordination entre transport et urbanisme constitue une injonction contemporaine de l’action publique urbaine. Elle est généralement appréhendée par la recherche à travers l’analyse des instruments dédiés à cet effet et de leurs limites. Notre approche propose plutôt de regarder empiriquement la coordination là où elle se trouve, non comme un objectif a priori de l’action collective mais comme un de ses résultats. Notre propos s’appuie sur une analyse comparative de projets de couvertures d’infrastructures de transport, objets situés à l’interface entre transport et aménagement urbains qui visent autant à réduire les nuisances générées par l’infrastructure qu’à créer de nouvelles surfaces foncières aménageables. Des systèmes d’interdépendances entre les deux champs d’action se structurent autour de la production de ces couvertures. La coordination entre urbanisme et transport naît alors là où on ne l’attend pas : elle peut émerger de la succession des opérations entre elles, se structurer à travers des outils contractuels et organisationnels qui laissent malgré tout une large place aux négociations, investir la conception technique des projets ou encore leur pilotage opérationnel.
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