Vers une gestion de la nature en termes d'action publique : analyse d'une dynamique d'appropriation des ressources végétales à Tobré, Nord Bénin

Cette étude se fonde sur des recherches ethnographiques menées autour de la mise en oeuvre d'une politique publique de gestion de la nature à Tobré, une région baatonu au Bénin. L'étude se place dans une dynamique d'appropriation des ressources naturelles en rapport avec l'entrée en jeu de multiples acteurs publics et privés dans l'arène locale de gestion de la nature. En effet, ces acteurs ont acquis ces dernières années de l'expérience et de l'efficacité à la faveur des changements institutionnels et politiques et s'incluent davantage dans le processus de décision au point de suppléer l'Etat dans les actions qui étaient ses prérogatives. L'étude met en lumière les rapports de conflits, de compétitions, de concurrence ou de compromis autour des enjeux sociaux, politiques et économiques de protection de la nature. Elle décrit et analyse les formes d'interactions entre les différents acteurs individuels, collectifs et institutionnels, afin de voir en quoi ces interactions participent du processus de mobilisation d'acteurs locaux et de confrontation de vision, qui finalement définit et oriente les politiques locales de protection de la nature. Pour atteindre cet objectif, l'étude mobilise des apports théoriques de plusieurs disciplines, notamment de la socio- anthropologie du développement, de l'histoire et de la sociologie politique. Elle repose également sur des données empiriques collectées à partir d'une combinaison d'outils techniques, des entretiens et des observations jusqu'au dépouillement de presse et des études de cas. Les principaux résultats montrent que les acteurs locaux, particulièrement les comités de gestion sont parvenus à inscrire la gestion des ressources naturelles dans l'espace public à travers les débats dans les médias, les forums, les marches de protestation, etc. De fait, ils ont été capables d'influer sur le processus de définition et de mise en oeuvre des politiques locales de protection de la nature et donc de reconfigurer l'arène locale de gestion des ressources naturelles. Ce qui amène l'Etat et ses services déconcentrés, en premier lieu les services des Eaux et Forêts et la mairie à pactiser avec ces différents comités, sans pour autant perdre de leur notoriété. Au contraire, ils participent de la gouvernance de l'ensemble des actions et permettent de mettre en place des formes de gestion négociée. - This is an ethnographic research on the implementation of a public policy for the management of natural resources in Tobre, a baatonu village in Benin. The study focuses on the dynamic of natural resources ownership in a context of multiple stakeholders in the public and private sectors. In recent years, these stakeholders have become more experienced and efficient as a result of several institutional and policy changes. The stakeholders are more involved in the decision making process to the point that they can complement the role of the State in natural resources management. This study highlights the conflicts, competition, or compromise associated with the social, political and economic constraints of nature conservation. The interactions between individual, collective and institutional stakeholders were analyzed, to understand their role in the process of mobilizing local stakeholders and confronting their visions. This process ultimately defines and guides local policies on the management of nature. To achieve this goal, this study combined theoretical approaches from developmental socio-anthropology, history and political sociology with empirical data collected using interviews, observations, newspapers analysis and case studies. The results show that local stakeholders, particularly the management committees, were successful at introducing the need for sustainable natural resource management in the mainstream public discourse through the media, forums, and demonstrations. They were able to influence the process of identifying and implementing local policies on nature conservancy. This has encouraged the State, through its forestry services, and the district mayors to collaborate with these committees in the shared governance of natural resources.

Improving Traffic Safety Culture in Iowa, 2011

Vehicle crashes rank among the leading causes of death in the United States. In 2006, the AAA Foundation for Traffic Safety “made a long- term commitment to address the safety culture of the United States, as it relates to traffic safety, by launching a sustained research and educational outreach initiative.” An initiative to produce a culture of safety in Iowa includes the Iowa Comprehensive Highway Safety Plan (CHSP). The Iowa CHSP “engages diverse safety stakeholders and charts the course for the state, bringing to bear sound science and the power of shared community values to change the culture and achieve a standard of safer travel for our citizens.” Despite the state’s ongoing efforts toward highway safety, an average of 445 deaths and thousands of injuries occur on Iowa’s public roads each year. As such, a need exists to revisit the concept of safety culture from a diverse, multi-disciplinary perspective in an effort to improve traffic safety. This study summarizes the best practices and effective laws in improving safety culture in the United States and abroad. Additionally, this study solicited the opinions of experts in public health, education, law enforcement, public policy, social psychology, safety advocacy, and traffic safety engineering in a bid to assess the traffic safety culture initiatives in Iowa. Recommendations for improving traffic safety culture are offered in line with the top five Iowa CHSP safety policy strategies, which are young drivers, occupant protection, motorcycle safety, traffic safety enforcement and traffic safety improvement program, as well as the eight safety program strategies outlined in the CHSP. As a result of this study, eleven high-level goals were developed, each with specific actions to support its success. The goals are: improve emergency medical services response, toughen law enforcement and prosecution, increase safety belt use, reduce speeding-related crashes, reduce alcohol-related crashes, improve commercial vehicle safety, improve motorcycle safety, improve young driver education, improve older driver safety, strengthen teenage licensing process, and reduce distracted driving.

Simulation and Analysis of Arterial Traffic Operations Along the U.S. 61 Corridor in Burlington, Iowa, 1998

The Center for Transportation Research and Education (CTRE) used the traffic simulation model CORSIM to access proposed capacity and safety improvement strategies for the U.S. 61 corridor through Burlington, Iowa. The comparison between the base and alternative models allow for evaluation of the traffic flow performance under the existing conditions as well as other design scenarios. The models also provide visualization of performance for interpretation by technical staff, public policy makers, and the public. The objectives of this project are to evaluate the use of traffic simulation models for future use by the Iowa Department of Transportation (DOT) and to develop procedures for employing simulation modeling to conduct the analysis of alternative designs. This report presents both the findings of the U.S. 61 evaluation and an overview of model development procedures. The first part of the report includes the simulation modeling development procedures. The simulation analysis is illustrated through the Burlington U.S. 61 corridor case study application. Part I is not intended to be a user manual but simply introductory guidelines for traffic simulation modeling. Part II of the report evaluates the proposed improvement concepts in a side by side comparison of the base and alternative models.

Commercial Vehicle Parking, 1999

The purpose of the study was to review Iowa's public policy issues related to the state provision of overnight commercial truck parking and to make recommendations regarding the same. It was decided to limit the research and data gathering to a study of national trends in public commercial truck parking at facilities along and adjacent to Iowa's interstate highways.

Transportation and Iowa's Economic Future, 1993

This is a study of how transportation policy can be fashioned to improve Iowa's long-term economic prospects. The research focuses on the state level and covers pricing, resource allocation, investment, and other issues that directly affect the performance of public facilities that support transportation of goods and people to and from points in Iowa. Chapter 1 is an introduction. Chapter 2 begins with an assessment of how Iowa's economy is changing, both functionally and spatially. Commuting patterns and methods of goods movement are then discussed. The purpose of this analysis is to provide a context for the exploration of transportation policy issues in subsequent chapters. In Chapter 3 a framework is established for evaluating changes in transportation policies. A working definition of economic development is given and the role of government policies in making an area more attractive to economic activity is considered. Chapter 4 analyzes public policy options for Iowa's roads and highways. These policy options are intended to help the state compete for economic activity. Chapter 5 assesses alternative investment strategies for major navigational facilities on the upper Mississippi River. Chapter 6 examines major transportation policy issues in Iowa's agricultural sector. The current magnitude of agricultural shipments and the roles of several modes are presented. After focusing on issues related to railroad competitiveness, the analysis turns to how Iowa's rural roads should be financed. The need for joint investment and pricing decisions affecting waterways, railroads, and rural roads is stressed. Chapter 7 examines the current status of freight transportation in Iowa. An assessment is made of issues related to trucking and of intermodal transportation and its potential for cost-effective shipping to and from businesses in Iowa. Chapter 8 summarizes the key findings of this study, offering ten recommendations. These recommendations relate to transportation as a means of facilitating economic development.

Governance of Universities and Scientific Innovation

In this chapter the tension between the tendency of scientific disciplines to "diversify" and the capacities of universities to give new scientific fields an institutional "home" is tackled. The assumption is that new scientific fields must find support among scientists and cognitive units of universities in order to be included. As science is a strongly competitive social field, inclusion often meets resistance. It is argued in this chapter that opportunities for new scientific fields to be included depend on the kind of governance regimes ruling universities. A comparison of the former bureaucratic-oligarchic governance model in most European universities with the existing new public management governance model demonstrates that the propensity of universities to include new scientific fields has increased though there might be a price to pay in terms of which fields stand a chance of being integrated and in terms of institutional possibilities for the invention of new ideas.

Resilient housing : a new resource-oriented approach

The institutional regimes framework has previously been applied to the institutional conditions that support or hinder the sustainability of housing stocks. This resource-based approach identifies the actors across different sectors that have an interest in housing, how they use housing, the mechanisms affecting their use (public policy, use rights, contracts, etc.) and the effects of their uses on the sustainability of housing within the context of the built environment. The potential of the institutional regimes framework is explored for its suitability to the many considerations of housing resilience. By identifying all the goods and services offered by the resource 'housing stock', researchers and decision-makers could improve the resilience of housing by better accounting for the ecosystem services used by housing, decreasing the vulnerability of housing to disturbances, and maximizing recovery and reorganization following a disturbance. The institutional regimes framework is found to be a promising tool for addressing housing resilience. Further questions are raised for translating this conceptual framework into a practical application underpinned with empirical data.

A preliminary study of dredging programs, benefits, costs, and effects for eight Iowa lakes, 1974

This report is a study of the costs, benefits and impacts of dredging programs for eight Iowa Lakes: Backbone Lake, Black Hawk Lake, Blue Lake, Five Island Lake, Lake Manawa, Mill Creek Lake, Rock Lake and Silver Lake. The studies were done by Economics Research Associates (ERA) and Engineering Consultants, Inc. (ECI) and was commissioned by the Iowa General Assembly to assist in determining public policy with respect to the dredging of the subject lakes.

Sustainability, certification, and regulation of biochar

Biochar has a relatively long half-life in soil and can fundamentally alter soil properties, processes, and ecosystem services. The prospect of global-scale biochar application to soils highlights the importance of a sophisticated and rigorous certification procedure. The objective of this work was to discuss the concept of integrating biochar properties with environmental and socioeconomic factors, in a sustainable biochar certification procedure that optimizes complementarity and compatibility between these factors over relevant time periods. Biochar effects and behavior should also be modelled at temporal scales similar to its expected functional lifetime in soils. Finally, when existing soil data are insufficient, soil sampling and analysis procedures need to be described as part of a biochar certification procedure.

Handbook for the design of intercultural policies: summary of the original Spanish version

Local governments need minimum common criteria to manage the social dynamics of diversity. This Handbook defends the strategy of interculturality as a public political approach, based on a way to interpret interculturality as a positive resource, as a public cultural and a collective good. It is an approach that promotes the equitative interaction as a way to generate a cohesive common public space. This Handbook provides the reader with the conceptual and practical instruments to help (and inspire) those territories which would like to integrate interculturality as an urban project.It aims to serve as a ground for discussion to jointly work in local administrations and other government levels, fororganizations and institutions, as well as for cultural, political and citizens collectives. Results are presented asan action by the Red de Ciudades Interculturales (RECI), within the Intercultural Cities framework by the Councilof Europe, with the collaboration of Obra Social "La Caixa".

Politique fédérale des agglomérations dans les domaines des transports et de l'urbanisation

La croissance de la population, de l'économie et des transports individuels motorisés, particulièrement depuis la seconde moitié du 20ème siècle, ont notamment comme corollaire le développement urbanistique hors des frontières de la ville-centre et la formation des agglomérations. Ces zones urbaines sont stratégiques puisqu'elles accueillent une part toujours plus importante de la population et représentent le moteur de l'économie nationale. Toutefois, le développement des agglomérations et de la mobilité individuelle motorisée ne va pas sans poser de nombreux problèmes, dont la résolution nécessite de les aborder à l'échelle de l'agglomération, en coordonnant les transports et l'urbanisation. Notre système politique fédéral se définit notamment par une répartition des compétences dans une multitude de domaines entre les trois niveaux institutionnels de la Confédération, des cantons et des communes. Cette réalité est particulièrement vraie en matière d'aménagement du territoire. Il est à noter que les plus petites unités institutionnelles (les communes) conservent encore aujourd'hui des prérogatives importantes dans ce domaine. Au début des années 2000, la Confédération a développé une politique publique en faveur de ces zones stratégiques. Au moyen du fonds d'infrastructure, la politique fédérale des agglomérations dans les domaines des transports et de l'urbanisation est une politique publique incitative. Le dépôt, par les agglomérations, d'un projet respectant un cahier des charges précis et proposant des mesures de coordination entre les transports et l'urbanisation, permet d'obtenir un cofinancement fédéral du transport d'agglomération. Parmi les projets d'agglomération de première génération présentés à la Confédération, certains ont obtenu le cofinancement, d'autres pas. Le dimensionnement trop généreux des surfaces à bâtir fut notamment un facteur d'échec du projet d'agglomération de Fribourg, alors que la capacité à développer l'urbanisation à l'intérieur de l'agglomération fut un facteur de succès du projet Lausanne-Morges. L'analyse des projets d'agglomération Riviera et Monthey-Aigle, qui sont des projets de deuxième génération, confrontée à des entretiens avec des urbanistes et des responsables politiques, permet d'identifier leurs faiblesses et leurs atouts. Le projet d'agglomération Riviera présente une complémentarité des territoires et un grand potentiel de développement, mais aussi un manque de cohésion des partenaires du projet. Quant au projet Monthey-Aigle, il existe une réelle volonté politique de trouver des solutions aux conflits, mais les possibilités de développer les transports publics sont faibles. Dans le cadre de l'examen fédéral de ces deux projets d'agglomération, les éléments précités pourraient être des facteurs d'échec ou de succès. La politique publique fédérale invite les agglomérations à penser le développement de leurs transports et de leur urbanisation à un niveau global. La prise de hauteur et la coordination politique que cela suppose sont à même d'améliorer le lieu de vie des trois-quarts de la population suisse et de préserver le moteur de l'économie nationale. The growth of population, economy and personal motorised transportation, most particularly since the second half of the 20th century, has, as a consequence, induced an expansion of urban areas outside the borders of cities and encouraged the formation of urban agglomerations. These urban zones are of strategic importance as they attract an increasingly large population and represent a real driver of the national economy. However, the development of these agglomerations and the motorised mobility of their inhabitants cause numerous problems which require solutions to be adopted at the level of the agglomeration involving the interconnection of transport and urbanisation. Our federal political system is characterised by a distribution of responsibilities in many domains among the three institutional levels, namely the Confederation, the cantons and the communes. This is particularly the case of territorial developments. It should be noted that the smallest institutional units, the communes, still hold today important responsibilities in this area. At the beginning of the years 2000, the Confederation has developed a public policy in favour of these strategic zones. Through the establishment of an infrastructure fund, the federal policy in favour of urban agglomerations in the areas of transport and urbanisation aims at providing incentives to agglomerations. The submission by the agglomeration of a project containing a clear description of tasks and measures to integrate transport and urbanisation can result in a cofinancing participation by the Confederation in this project. Among the projects of first generation which had been submitted to the Confederation, some have received the cofinancing, others have not. The too generous dimension of the building areas in the project submitted by the agglomeration of Fribourg was a factor of its failure, while the capacity to develop urbanisation within the agglomeration was a factor of success for the Lausanne-Morges project. The analysis of the projects of the agglomerations Riviera and Monthey-Aigle which are projects of the second generation, as well as the interviews of urbanists and concerned officials have allowed us to identify their strengths and weaknesses. The Riviera project provides a complementary approach and a high potential of territorial developments, but at the same time denotes a lack of cohesion among partners of the project. With respect to the project Monthey-Aigle, there is a real political willingness to resolve conflicts, but the potential for the development of public transports is small. In the consideration by the Confederation of these two projects, the factors mentioned above may bring success or failure. The federal public policy incites the agglomerations to conceive the development of their transportation and urbanisation plans at a global level. The elevation of interests and the political coordination that this requires can improve the place of living of ¾ of the Swiss population and preserve the engine of growth of the national economy.