Carrière sportive et socialisation secondaire en cyclisme sur route : les cas de la Belgique, la France et la Suisse. Rapport de fin de recherche financé par l'Agence Mondiale Antidopage

Le projet s'intéresse aux socialisations des jeunes cyclistes sur route dans la phase de la carrière où ils deviennent des espoirs nationaux. Pour certains, cela correspond au passage d'une structure sportive amateur de haut niveau vers une équipe professionnelle. Cette phase semble constituer un moment clé de la consommation de produits dopants. Ces espoirs sont exposés à un nouvel environnement et une nouvelle logique professionnelle s'impose à eux, avec ses espoirs de carrière et de profits et ses risques. Ils sont confrontés à de nouveaux groupes sociaux avec lesquels s'établit un système d'interactions. Avec le temps, ces groupes vont notamment inculquer aux jeunes coureurs de nouvelles normes en matière de santé, de fatigue, d'expériences, d'éthique et d'entraînement.Il s'agit plus particulièrement d'observer les modes de socialisation des jeunes espoirs du cyclisme pour comprendre comment s'immiscent les pratiques de dopage dans les biographies des sportifs. Dans une optique de prévention, ce travail se propose d'étudier les effets de la socialisation. Comme le souligne H. Becker (1985), la déviance est le fruit d'un acte collectif. Il s'agit alors de comprendre comment, au contact de divers groupes encadrants (pairs, entraîneurs, dirigeants, médecins), les savoir-faire mais aussi les normes, les valeurs se construisent au cours de la phase de socialisation professionnelle. Il est important de comprendre les effets des interactions entre ces groupes et le jeune espoir. Cette socialisation semble correspondre à l'inculcation d'une culture cycliste qu'il s'agira de décrire en prenant en compte deux formes de transmission des normes : une explicite, à certains moments de la journée, où sont abordées les techniques de course, les tactiques, les modes d'entraînement et une implicite, pendant laquelle sont diffusées des valeurs qui conduisent le sportif à faire le choix du dopage. Dans le cas du dopage, nous nous intéresserons notamment aux normes de santé, d'éthique, aux conceptions de la pratique sportive en adéquation avec le suivi médical pendant la phase amateur puis néo-professionnelle. La formation, ou transformation, de ces représentations sera appréhendée à travers les interactions entre coureurs et encadrement lors des différents moments de leur quotidien. Il s'agira également d'étudier le cadre social de ces interactions. A partir des récits de vie collectés, nous essayerons de déterminer les moments où les choix s'opèrent et nous y analyserons les conduites.L'acquisition des représentations associées au dopage est le produit du double mouvement de l'action sociale des individus et des effets des structures organisationnelles et institutionnelles. En conséquence, nous nous intéresserons également à l'influence des différents dispositifs tels que la famille, l'école, le club, la structure médicale, la fédération nationale, sur les représentations des coureurs.Cette étude reposera sur une analyse comparée des cyclistes belges, français et suisses. Les carrières seront analysées à partir d'entretiens semi-directifs (75) auprès de (1) jeunes athlètes (18-23 ans) qui vivent les phases de professionnalisation, (2) d'anciens cyclistes ayant vécu les normes de socialisation du milieu et (3) des acteurs clefs de l'organisation des différents dispositifs (entraîneurs, dirigeants, médecins). Notre démarche méthodologique s'adosse à celles déjà expérimentées dans des travaux antérieurs (notamment, Brissonneau, 2003).

Interstate Route Flow Map, 1992

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 1994

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 1996

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 1998

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 2000

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 2002

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 2004

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 2006

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 2008

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Business Plan Chicago to Iowa City Intercity Passenger Rail Route, March 21, 2012

Overview of the Passenger Service Connects Iowa City, Quad Cities and Chicago, 219.5 miles Twice‐daily service each way, 4 hours and 15 minutes travel time 246,800 passengers first year (676 per day) Project construction cost $310 million (80% federal, 14.5% Illinois, 5.4% Iowa) On‐time performance 90% or better (trains arrive within 10 minutes of schedule) Competitive passenger rail service operator selection Iowa’s annual share of operating cost support averages $3 million

Business Plan Chicago to Iowa City Intercity Passenger Rail Route, March 21, 2011

This business plan describes the methods by which the Iowa Department of Transportation (DOT) will partner with Iowa counties and cities to fund Iowa’s share of the operating and maintenance cost for the Chicago- Iowa City passenger-rail service, an average of $3 million per year.

Iowa Registered Highway Route 1914-1925

There were few guides for travelers crossing Iowa in 1838 when it was organzied as a teritory, and traveler often becaome lost or wandered for out of their way. The 1838 Territorial Government authorized the first state roads and the federal government appropriated money to expedite the movement of soldiers. The Territorial governement ued the federal money for layin gout a road from Dubuque to Keokuk vis Iowa City and this was the beginning of what was to becaome a 112,000 mile system of roads and streets in Iowa. The original roads followed the high ground of the state and were known as ride roads; but as the state was settled, roads befan to follow section line to accomodate landowners.

Iowa Rail Route Alternatives Analysis, June 1998

The development of new rail systems in the first part of the 21st century is the result of a wide range of trends that are making it increasingly difficult to maintain regional mobility using the two dominant intercity travel modes, auto and air. These trends include the changing character of the economic structure of industry. The character of the North American industrial structure is moving rapidly from a manufacturing base to a service based economy. This is increasing the need for business travel while the increase in disposable income due to higher salaries has promoted increased social and tourist travel. Another trend is the change in the regulatory environment. The trend towards deregulation has dramatically reduced the willingness of the airlines to operate from smaller airports and the level of service has fallen due to the creation of hub and spoke systems. While new air technology such as regional jets may mitigate this trend to some degree in medium-size airports, smaller airports will continue to lose out. Finally, increasing environmental concerns have reduced the ability of the automobile to meet intercity travel needs because of increased suburban congestion and limited highway capacity in big cities. Against this background the rail mode offers new options due to first, the existing rail rights-of-way offering direct access into major cities that, in most cases, have significant capacity available and, second, a revolution in vehicle technology that makes new rail rolling stock faster and less expensive to purchase and operate. This study is designed to evaluate the potential for rail service making an important contribution to maintaining regional mobility over the next 30 to 50 years in Iowa. The study evaluates the potential for rail service on three key routes across Iowa and assesses the impact of new train technology in reducing costs and improving rail service. The study also considers the potential for developing the system on an incremental basis. The service analysis and recommendations do not involve current Amtrak intercity service. That service is presumed to continue on its current route and schedule. The study builds from data and analyses that have been generated for the Midwest Rail Initiative (MWRI) Study. For example, the zone system and operating and capital unit cost assumptions are derived from the MWRI study. The MWRI represents a cooperative effort between nine Midwest states, Amtrak and the Federal Railroad Administration (FRA) contracting with Transportation Economics & Management Systems, Inc. to evaluate the potential for a regional rail system. The 1 The map represents the system including the decision on the Iowa route derived from the current study. Iowa Rail Route Alternatives Analysis TEMS 1-2 system is to offer modern, frequent, higher speed train service to the region, with Chicago as the connecting hub. Exhibit 1-1 illustrates the size of the system, and how the Iowa route fits in to the whole.