El espesor del camino, visto a través de dos proyectos de transporte en Argelia

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Lane and pathway thickness: definition essay based on two case studies of algerian transport projects

La planificación y la ingeniería de la movilidad han considerado al camino como una simple línea continua que conecta un punto A con un punto B. En términos de transporte, estos puntos son concebidos como lugares situados en el espacio-tiempo, mientras que su conexión sería un no-lugar que es necesario reducir en tiempo de recorrido y/o distancia. Esta representación, relacionada con la movilidad, no refleja la realidad del camino ni su espesor territorial. En cambio, él implica a una multiplicidad de actividades, temporalidades y representaciones que se superponen, como un palimpsesto, y lo hacen un lugar como cualquier otro. Entonces, la línea es solo una representación que no refleja la realidad, ya que ésta incluye porciones del territorio a ambos lados del camino. El artículo contribuye primero distinguir entre espesor vertical y horizontal. Luego, explora algunos métodos de identificación y caracterización del espesor, que toman a la escala local y al caminar como referencias, y que muestran la dificultad de delimitarlo en diferentes escalas. El texto se articula a través de dos casos en Argelia, que muestran cómo la planificación del transporte, a escala nacional y regional, niega este espesor territorial y perturba los sistemas de caminos a escala local. Planning and transport engineering have for a long time considered pathways and lanes as continuous lines connecting a point A to a point B. In terms of transport, those points are considered as places located in the space-time, while the link between them is considered as a “no-place” that should be reduced in terms of travel time or distance. This transport and mobility representation does not take into consideration the reality of pathways’ territorial thickness. The latter relates on the first hand to the multiplicity of activities, temporalities and representations that are overlaid on each other like a palimpsest. On the other hand, thinking in terms of lines is quite reductive. It denies the fact that a line has a thickness that includes a part of the crossed territory on both sides of the line itself. This paper will contribute first to define the territorial thickness of pathways or lanes. It will distinguish between vertical and horizontal thickness. Then, the text will explore methods to identify and characterize it. Finally, through two case studies in Algeria, we will show how transport planning at local as well as regional scales denies this thickness and disturbs lanes and pathways systems.

Inflammation-based score in pediatric adrenocortical carcinoma

\ua9 2025 the author(s)Inflammation-based scores have been demonstrated to be independent prognostic factors in predicting outcomes in adult adrenocortical carcinoma (ACC). We aimed to investigate the prognostic role of these scores in pediatric adrenocortical carcinoma (pACC) patients. An international multicenter analysis was conducted on a pediatric cohort from 21 ACC centers. Pretreatment inflammation-based scoring parameters, including neutrophil-to-lymphocyte ratio (NLR), derived neutrophil-to-lymphocyte ratio (dNLR), platelet-to-lymphocyte ratio (PLR), monocyte-to-lymphocyte ratio (MLR) and serum albumin, as well as clinical parameters, were analyzed. The primary endpoint was 10-year overall survival (OS). One hundred twenty-nine pediatric patients (50.4% females, mean age 87 months) across all tumor stages with a median followup of 36 months were included. 107/108 patients underwent primary surgery, and 62/106 received systemic treatment at the time of diagnosis. Of 102 patients, 27 died from disease. In the univariable analysis, NLR ≥5 (HR 8.0, 95% CI 3.4–19.1), MLR ≥0.28 (HR 4.2, 95% CI 1.7–10.4), PLR ≥190 (HR 4.5, 95% CI 2.0–10.4) and dNLR ≥1.44 (HR 5.9, 95% CI 2.3–15.5), as well as clinical parameters age ≥4 years (HR 5.5, 95% CI 1.9–15.8), tumor stage IV (HR 5.7, 95% CI 2.7–11.9) and incomplete resection status (HR 8.0, 95% CI 3.6–17.7) were significantly associated with reduced 10-year OS. After multivariable adjustment, only tumor stage IV (HR 336.7, 95% CI 5.8–19,518.1) and MLR ≥0.28 (HR 247.1, 95% CI = 3.1–19,907.5) were significantly associated with an unfavorable outcome. Inflammation-based scores tend to have prognostic value in pACC and could serve as prognostic tools after further validation in future studies with sufficient case numbers

Towards a Metropolitan City Centre for Brussels

Between 2015 and 2020, the city centre of Brussels witnessed the creation of its first major pedestrian zone, one of the largest urban projects in recent decades. Has the Brussels city centre finally done away with the car hegemony? Can the city centre be extended to become the centre of the Brussels metropolis where everyone can find his or her own place? This book presents scientific background to the issue and brings together in words and images the research carried out over the past four years by the Brussels Centre Observatory

Voitures de société et mobilité durable. Diagnostic et enjeux

La voiture de société est, sans aucun doute, un des avantages de toute nature (ATN) les plus fréquemment proposés par les entreprises à leurs employés. Combien compte-t-on de voitures de société en Belgique ? Quels sont les profils des usagers ? Et quels sont les impacts sociétaux, environnementaux et économiques de cet « avantage »

Chapitre 1. L’espace public comme fabricant de liens

La notion d’espace public prend depuis quelques années une place importante dans le débat sur la ville. Cette notion s’est progressivement éloignée de celle d’espace de débat politique, de confrontation des opinions et de démocratie, telle que décrite par Habermas (1978), pour désigner le plus souvent, et plus simplement, une série d’espaces accessibles au public. Ces espaces ne sont pas toujours publics au sens juridique du terme. Des espaces privés comme des centres commerciaux peuvent aujo..

Fragmentation, métropolisation et résilience des formes urbaines à Alger

This article questions the resilience of urban forms in the processes of metropolization of the city of Algiers. Through the morphological analysis of urban fabrics’ fragments located along the tramway, this text questions the capacity of these different forms to adapt to change. The arrival of this new transport infrastructure, presented by the public authorities as a lever for metropolization and reduction of spatial fragmentation, is an opportunity to explore the transformations at work in the fabric and the adaptation of urban forms to the changes that have occurred. It shows that the urban production of public sector actors and large private real estate operators contributes to the processes of metropolization, but in many cases accentuates spatial fragmentation with urban forms that are not very resilient. This text also shows that the ordinary ‘self-constructed’ city, although criticized by the official discourse, seems to adapt better to change. It creates resilient urban forms that go beyond spatial fragmentation, on the one hand, and contribute to the processes of metropolization on the other hand