The lack of alternatives and choices make sparse networks and peripheral regions distinct. Travel choices are limited, as are employment and supplier choices. This thesis is therefore concerned with whether cost benefit analysis techniques need to be adapted so as to adequately deal with the appraisal of transport projects in these areas. Specifically, improved treatment of scheduling costs, uncertainty and wider economic impacts is proposed. A theoretical case is made for the inclusion of scheduling costs and the cost of risk bearing by drawing on the literature on time use, departure time choice, activity scheduling, risk premia and option values. Similarly a theoretical case is made for the inclusion of efficiency gains from an expansion in output in imperfectly competitive markets, an expansion of employment in the presence of a labour market failure, and an increase in productivity in industry clusters. A survey of ferry users and island residents in the Outer Hebrides finds evidence of statistically significant costs associated with transport related constraints on activity scheduling. These costs decrease non-linearly in the transport constraints - headway and operating hours. A difficulty faced when estimating discrete choice models with taste variation is a lack of knowledge of the distribution of willingness to pay. This difficulty can be overcome through a mix of contingent valuation questions and stated preference questions with fixed boundary values. Significant differences are found in willingness to pay depending on whether the stated choice question is framed as per trip or per year. In contrast to what might be expected from the options value literature, no difference in the cost of risk bearing is found between a fixed link and a high quality ferry service. Further empirical work identifies less than complete wage compensation for commuting costs of workers in peripheral areas of Scotland. This indicates the presence of a labour market failure arising through high job search costs in a thin labour market. The main conclusion of the thesis is that the scope of a cost benefit analysis should be widened to include the studied effects. The case studies undertaken show that for public transport projects the effects, in totality, can be a similar order of magnitude to user benefits. Importantly, the large potential benefits from fixed links and the low incomes evident in peripheral regions combine to make income effects important, when calculating total economic welfare in these areas. Further research opportunities on scheduling costs, risk premia and thin labour markets are identified.

Although evidence is utilised by claims-makers to strengthen their arguments, quality evidence is not necessarily the precursor to driving or explaining policy decisions. Actors who share a common frame are more likely to perceive a policy problem and solution in the same way. Therefore, decision-making processes are not about finding the highest quality evidence to support decisions; they becomes about which actor is better at presenting a believable argument that will persuade others their claims are more agreeable. Using a single case study design, qualitative methods are used to examine the role of evidence in the context of the construction of a new high speed rail network in the UK, High Speed Two (HS2). It examines how these actors frame the debate and how they negotiate evidence with one another in different policy environments, through a process of claims-making. The study provides a new perspective to the High Speed Two debate, one which has received little attention in academic circles. A claims-making framework is utilised to provide a rich description of the naturalistic processes occurring in the decision-making processes of High Speed Two and it offers a sophisticated understanding of how evidence interpreted and negotiated by policy actors. In addition, it unpacks and refines notions of argumentation which acknowledges the subjective nature of evidence.

Purpose: In May 2012 UK visual standards for driving changed, in order to comply with European laws. Drivers need to have both a visual acuity of 6/12 AND be able to read a number plate at 20 metres. Previously the number plate test was the only visual acuity test. Methods: Four different distance visual acuity charts were used (Snellen, logMAR letter-similar to ETDRS, logMAR Landolt ring, distance reading acuity- similar to MNRead chart) and were presented at 6m. 120 drivers were tested binocularly without refractive correction. Participants were taken outside to perform the number plate test at 20m. A second study was conducted, with 38 participants whose vision was impaired to approximately 6/12 using simulation spectacles. Results: Differences between the visual acuities as measured by the charts were statistically but not clinically significant. For all charts there is an overlap zone within which participants may pass only one of the two tests, outside this range, participants pass or fail both tests. The 6/12 cut-off provides reasonable sensitivity and specificity for Snellen and logMAR letter charts. A poorer acuity cut-off was needed with the Landolt chart to maximize the relationship with the number plate test. Conclusions: The 6/12 visual cut-off and the number plate test will not always pass or fail the same drivers. Snellen and logMAR letter charts are recommended to be used to measure the visual acuity of drivers, but not Landolt rings. Fifteen percent of the sample could read a number plate at 20m, but was not able to achieve either 6/12 or +0.30 logMAR. The overlap zone is a helpful tool to identify those people who need advice from Eye Care Practitioners.

Cette thèse invite à mieux comprendre les enjeux autour du développement des projets innovants de transports intégrés dans les territoires, souvent caractérisés d’écomobilité. Par la réalisation de nouveaux comportements pour les usagers, mais aussi par de nouvelles relations entre acteurs, à la fois usagers, entreprises et collectivités, ces projets invitent à repenser dans une perspective plus large les logiques de performances et d’évaluation. Les outils traditionnels utilisés dans le champ économique ne semblent pas suffisamment saisir la complexité inhérente à ces programmes, il est donc opportun de développer de nouvelles pistes davantage orientées dans une approche ouverte et pluridisciplinaire. Pour cela, nous appuierons notre réflexion par le croisement entre deux programmes situés dans les Yvelines. En effet, ce territoire semble le terreau de nombreuses initiatives au cours des dernières années. Les résultats obtenus à l’issue d’un travail de terrain ayant permis de rencontrer un large panel d’acteurs, permettront d’améliorer le champ des connaissances de ces programmes émergeants et de tirer des enseignements dans le cadre de futurs projets. / This thesis calls for a better understanding of the challenges surrounding thedevelopment of innovative integrated transport projects in the territories, oftencharacterized by eco-mobility. By implementing new behaviors for users, but also bycreating new relationships between actors, both users, companies, and local authorities, these projects call for a rethinking of the logics of performance and evaluation in a broader perspective. The traditional tools used in the economic field do not seem to grasp sufficiently the complexity inherent in these programs, so it is appropriate to develop new perspectives more oriented in a multidisciplinary approach.For this, we will support our reflection by crossing two programs located in the Yvelines area. Indeed, this territory seems to be the breeding ground for many initiatives in recent years. The results obtained from a fieldwork meeting with a wide range of stakeholders will help to improve the knowledge base of these emerging programs and to draw lessons for future projects.