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This study provides a tool by means of which a road planner, usually a civil engineer, can achieve a durable infrastructure of high quality, acceptable to all parties concerned. The various elements which facilitate the work of planning are united into a modernized methodology for the elaboration of road projects, called a methodology of concert. After analysing the sort of problems encountered in the planning of road infrastructure (Chapter 1), the author classifies the main causes of these into a hierarchy. This brings to light many factors which may stem from the structure of the project, the environment or from the various participants. The modernization of the working methods of road planners is a highly practical idea based on case studies (Chapter 2). The particular study on which this work is based is the "Comparaison de variantes 1999", made on the A 144 road between the cities of Villeneuve and Le Bouveret. From an initial group of four variants, which were a source of much contention between the interested parties, an optimal and consensual solution, called "Solution COPIL", was evolved in seven months, by means of this study. The choice of this solution was based on a method of multicriteria decision analysis of a completely aggregational form. This used the weightings defined by all the political partners in the study. The present author was allowed to sit in on about fifteen working sessions of the Technical Group and of the Guiding Committee, which consists of the political partners. The examination of this particular case provided him with much valuable information about the process of elaboration of a road plan. The requirements and aims of road infrastructure are analysed (Chapter 3). Here, the focus is on the definition of individual and collective needs and the evolution of social expectation of the general public. The implementation of public policy is then examined. Particular emphasis is laid on the principal public policies whose spatial incidence affects the road plan : land distribution, transport and environment. Some attention is paid to the consideration of mobility, its value, characteristics and future developments. The difference between the standard and the norm of road infrastructure is described explicitly. The various stages of the process of elaboration of a road plan are analysed in depth. (Chapter 4) Particular attention is paid to the initial stages of impulsion for the elaboration of the project and of the identification of needs, since these influence strongly the quality and the acceptability of the project. The author then proposes that the various stages of road infrastructure be presented in the form of a life cycle of which the present study only concerns some aspects. Various special procedures are then analysed critically in order to extract propositions to be integrated into the methodology of concert. The type of partners in the road project and the characteristics of the relationships between them are discussed. (Chapter 5) The set of weightings made by the political partners in the case study "Comparaison de variantes 1999" are used to analyze the relations between the various participants in this study. A "representative profile of a participant" is defined from the examination of their individual weighting profiles. The notion of sustainability is presented (Chapter 6). After a recapitulation of definitions and of the reasons for this new idea, the principles of a durable mobility are presented. The practical aspects of this new paradigm of society for the planner are defined and discussed. They concern the inclusion of the life cycle in the analysis of the effects of a project, the weighing of interests from the three points of view of economy, social utility and the environment, public participation and the use of consultation right from the start of the study. Public participation (Chapter 7) is an important element in the elaboration of a road plan as it ensures its acceptation by the public. It may even allow the phenomenon of appropriation of a project by peripheral partners to develop. The various forms of public participation are presented in a table showing almost seventy which can affect a road project. The detailed description of some of these methods are given in appendix. Rules for applying the methodology of concert are then presented and the advantages and limits of this are discussed. After in-depth consideration of the decision procedure and its participants, with details of the various subjective and objective factors which may influence it, the study describes the methods of multicriteria decision analysis. (Chapter 8) Terminology is defined and the main types of these methods are presented. In this study, partial aggregation methods have been applied to the road infrastructure projects. These methods may be divided into three categories according to whether they are applicable to a situation of choice, of sorting or of order. A complete presentation is then given of the principles and ways of using the various methods of partial aggregation of the Electre family (I, II, III, IV, IS and Tri). For projects of road infrastructure, the method of partial aggregation Electre III is suggested. This method is based on the idea of fuzzy criteria, defined by thresholds of preference, indifference or of veto. It can be used with computer software which greatly simplifies the work of the planner. To illustrate the use of this method, Electre III have been applied to the case of "Comparaison de variantes 1999". The method was used on the set of weightings defined by the members of the Guiding Committee. The specific software is convivial and intuitively simple to use, so that the author was able to recommend it to the road planner. Information systems of spatial reference are described and their relevance for road projects in the establishment of optimal corridors or as a support for a method of multicriteria decision analysis. The methodology of concert for the elaboration of road plans is presented in detail (Chapter 9) in the form of successive flow diagrams illustrating the various stages of the procedure. These diagrams, based on an iterative process of study, provide the basis of the methodology of concert. They are intended for the road planner who follows them through and orients his planning according to his answers to the various questions contained there. In conclusion (Chapter 10), various prospects for the utilization of the proposed modernized methodology are indicated, together with the lines of possible future research suggested by the results and ideas contained in this study.

This thesis aims to examine the causal mechanisms of living environments on leisure mobilities and verify whether their inclusion is actually able to challenge the compact city as a sustainable urban form. The research focuses on the Swiss case and in particular the cities of Geneva and Zurich. The empirical approach is based on three types of additional analysis carried out in these areas: contextual analysis, quantitative analyzes based on data from the Mobility and Transport Microcensus 2010 and qualitative analysis through interviews. The main results are the following: â ¢ We find the existence of two opposing logics of association between land density and distance traveled: a decreasing link to daily mobility, but a positive correlation for occasional mobility (day trips and overnight trips). The denser is the living environment, the greater is the distance for this mobility. â ¢ Adding the two types of mobility to obtain a total average, we find that the inner city dwellers displayed, ultimately, much higher totals than would suggest the analysis of their daily mobility alone which therefore represent an invitation to invalidate the link compact city=short distances. â ¢ By transforming these distances into environmental impact, however, our calculations show that even while taking into account the many trips of urban dwellers, the negative relationship between total energy consumption and land density of the territory remains. â ¢ By examining in detail the share of leisure in daily and occasional mobility, we see that the logic of compensation is not what structures the links with urban environnements. In everyday life, the logic of proximity prevails: to live in the centre is rather correlated to more compactophile leisure and residing in the periphery to more leisure oriented towards the attributes of nature. â ¢ For occasional trips, we show firstly that compactophile mobilities represent a large part of these practices among all respondents, and secondly, that even in the case of very important and high energy consuming naturophile mobility, the relationship with the density of the living environment is not established. The central Genevans and are much less consumers of this type of leisure than people in the centre of Zurich even though their city is much more airy and green. Moreover, we also highlight, in peri-urban dwellers, a very intense mobility or this purpose. â ¢ The interpretation that we propose refers to lifestyles and residential choice of city dwellers which takes into account their leisure aspirations. These tastes are then translated into specific leisure activities and travel. In everyday life, they rely on proximity and functional, social and sensitive attributes of their living environment that they have chosen largely also for this. When it comes to breaking the routines during holidays and vacations, the same lifestyles result in significant occasional mobility whose motives can register in continuity of their daily lifestyle (loving the same things elsewhere) or by contrast (appreciate the diversity of spaces). In both cases, these motivations echo the valorisation of the diversity inherent in urbanity without questioning the urban residential location quality itself. Our results lead us ultimately to reject the compensation effect hypothesis and reaffirm, against the defenders of the sprawl-city, the virtues of the compact city, which remains a sustainable urban form, including for our leisure mobility.

The factsheets describe 13 electricity supply alternatives that could contribute to the Swiss electricity mix in 2035: (1) three hydropower types, including large dams, large run-of-river, and small hydropower; (2) five new renewable technologies—solar cells (photovoltaics), wind, deep geothermal, woody biomass, and biogas; (3) nuclear power; (4) waste incineration and large natural gas power; (5) net electricity import from abroad (net on the annual basis); and (6) electricity savings and efficiency improvements to reduce the electricity demand. Each technology, its current status, resource potential, and environmental, health, and economic impacts were described qualitatively and quantitatively. The impacts included climate change (CO2equiv); local air pollution (PM10equiv; SOx and NOx); water, landscape, and land use (m2 of land use); flora and fauna; accidental impacts, resource use, and waste (kWh of nonrenewable energy used for 1 kWh of electricity); electricity costs (rappen (Rp.) per kWh); and electricity supply reliability. The impacts were assessed using data from literature, prioritizing the Swiss-specific data as much as possible and including qualitative explanations for non-experts. The factsheets are accompanied by a glossary and a supplementary overview table that applied a five-color indicator system to reflect the severity of impacts across technologies. The factsheets were developed for an informed citizen panel study in July 2017 in Switzerland, described in the following publication: Volken, S.; Xexakis, G.; Trutnevyte, E. Perspectives of Informed Citizen Panel on Low-Carbon Electricity Portfolios in Switzerland and Longer-Term Evaluation of Informational Materials. Environmental Science & Technology 2018 52 (20), 11478-11489, DOI: 10.1021/acs.est.8b01265

The detailed analysis of energy consumption requires a global approach to behaviour and individual action registers. This makes it possible to investigate the question between the different spheres of activity of people, from housing to habitat and from habitat to travel. This thesis aims to analyze, through the creation of a lifestyle variable, to what extent these explain the coherence between practices and values of individuals, and whether they allow a better approach to energy consumption between the two sectors of housing and mobility. Our questioning led to the construction of a typology of respondents based on the activities carried out and their values. Our methodology is based on an ad-hoc survey carried out at the end of 2013 among 2191 French households. The questionnaires provide us with information on the activities carried out, mobility behaviour and associated energy consumption. These elements are complemented by a series of more specific questions about the values and aspirations of respondents. First, we have shown that the relevance of using the lifestyle variable for analyzing energy consumption can be observed at a disaggregated level. We found significant differences in consumption between individuals and their lifestyles through mobility patterns and modes of travel, as well as the uses and types of energy used at home. To understand these differences, we analyzed in detail how individualâ s energy consumption is spatially distributed according to their lifestyle, showing mechanisms of compensation, cumulation and independence between spaces. Each lifestyle has its own pattern of consumption, influenced by socio-demographic and spatial variables. Our second questioning concerns the relationship between lifestyle and the living environment of individuals and the consequences on energy consumption. First, through residential congruence, we show that lifestyle has a concrete influence on residential choice. Secondly, we demonstrate that residential dissonance, contrary to congruence, is conditioned by the positioning of individuals in the lifecycle as well as the technical offer of the territory. We highlight the fact that these discordances generate effects of over-consumption of energy, either in the home or during mobility, due to frustration with unrealized residential aspirations. In order to go beyond the unique use of density in analyzing the role of lifestyle and living environment on people's energy consumption, we have created territories with functional, structural and sensitive attributes. While individuals show very different consumptions according to the inhabited territory, lifestyles hardly directly related to consumptions. The same is true of housing, since we see the major role played by the type of housing, the surface area and age of buildings on energy consumption in the home rather than that of lifestyles. However, the latter influence the possession of equipment. We thus show that lifestyle, the position in the lifecycle, the technical offer of the territory conditions the choice of a living environment and generally the "consumption space" of individuals. We note that the choice of a specific living environment conditions the practice of certain activities and can influence residential aspirations already anchored in individuals. It is this recursive relationship between lifestyle and living environment that will condition the volumes and forms of energy consumed on a daily basis.

So far in the Twenty-first century the field of people transportation has had numerous setbacks, of these some are related to air pollution and some to the rarefaction of petroleum sources. Studies have been undertaken within this domain for many years now. Hybrid vehicles in which the conventional energy source is kept and an on-board energy source is added are showing themselves to be a potentially good solution in the short term. In these hybrids the vehicle autonomy is assumed by the first energy source and the power constraints are taken upon by the second. Moreover, the storage element adds the possibility to recuperate the braking energy in an optimal way. During the last decade, an important development has come about in the field of energy storage elements. The supercapacitors newly appearing on the scene are power components well suited for an application in transportation domain: their lifetime is over 500,000 cycles and their power density (W/kg) is much higher than for batteries. The present work is concerned with air pollution and energy storage elements and presents the details of using a power assistance system for vehicles. In this case, the auxiliary power energy storage element is on board and is made of supercapacitors. The decreased energy consumption of the vehicle is directly dependant on the vehicle's type, the route driven and the size of the storage element within the vehicle. An optimal method of sizing the energy storage element is developed. An application of the principles is presented in three different categories of vehicle: a transportation network fed by catenaries, a diesel-electric vehicle and a light electrical vehicle. In all three cases, the size of the storage elements, the on-board energy control system and the reduction of the vehicle consumption are defined. Following the different methods developed here, it is possible to define the conditions for when a power assistance system can give a real decrease in the vehicle's energy consumption. When an on-board storage element is added in a vehicle, a static converter has to be used. Its main role is to adapt the voltage level between the storage element and the other vehicle propulsion equipment and to control the energy flow on board the vehicle. An interleaved mutichannel continuous-continuous converter operating in a discontinuous conduction mode is especially dedicated to mobile applications. This type of converter is lighter and smaller in volume, yet its efficiency is greater.