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Keywords: infrastructures routieres ; revetements routiers ; changement climatique ; performances ; ornierage ; dimensionnement au gel ; dimensionnement mecanistique-empirique ; duree de vie ; analyse de risque ; mesures d’adaptation ; road infrastructures ; pavements ; climate change ; performance ; rutting ; frost design ; mechanistic-empirical pavement design guide ; design life ; risk analysis ; adaptation measures These Ecole polytechnique federale de Lausanne EPFL, n° 5611 (2013)Programme doctoral EnvironnementFaculte de l'environnement naturel, architectural et construitInstitut d'ingenierie civileLaboratoire des voies de circulationJury: J.-L. Scartezzini (president), C. Angst, A. Carter, A. Schleiss Public defense: 2013-2-15 Reference doi:10.5075/epfl-thesis-5611Print copy in library catalog Record created on 2013-02-11, modified on 2016-08-09

EN alone is often insufficient, or occasionally contraindicated, in critically ill patients and results in growing energy and protein deficit. The cost benefit of using early PN in patients with short-term relative contraindications to EN has been reported. In selected patients SPN has been associated with a decreased risk of infection, a reduced duration of mechanical ventilation, a shorter stay in the ICU. Altogether four studies have investigated the costs associated with these interventions since 2012: two of them from Australia and Switzerland have shown that optimization of energy provision using SPN results in cost reduction, conflicting with other studies. The latter encouraging findings require further validation

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.

iii, 24 p. ; La dixième réunion du groupe de travail européen Environnement et santé a eu lieu en ligne les 17 et 18 février 2021. Après un dialogue ouvert aux parties prenantes et au grand public, les représentants ont discuté des conséquences de la pandémie de maladie à coronavirus (COVID-19) sur le programme d'action relatif à l'environnement et à la santé, du programme de travail du Groupe pour l'année à venir, du cadre de suivi de la mise en œuvre de la Déclaration d'Ostrava et des premiers préparatifs de la Septième conférence ministérielle sur l'environnement et la santé ; ils ont également adopté le règlement du Groupe de travail.

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.

D’abord réservées à des bâtiments industriels érigés en périphérie urbaine, l’introduction inopinée des ossatures de béton armé dans l’architecture résidentielle et commerciale, au tout début du xxe siècle à Paris, suscita des solutions constructives nouvelles pour le remplissage et le revêtement de ces structures filigranes. Afin de protéger ces ossatures déjà perçues comme vulnérables par les contemporains, le carreau de grès cérame fut assigné au revêtement extérieur des immeubles à la suite d’une baisse des prix et de l’amélioration des propriétés du matériau, en particulier sa résistance au gel. Répartis de façon irrégulière sur le territoire parisien, une trentaine d’immeubles de ce type furent construits entre 1900 et 1914 pour le compte d’une maîtrise d’ouvrage à la fois aventureuse et éclairée. En 1907, l’architecte parisien Adolphe Bocage (1860-1927) réalisa un immeuble de bureaux à proximité immédiate de la Bourse de Paris pour le fabricant de crayons établi à Vienne L. & C. Hardtmuth. C’est l’entreprise de construction des frères Perret qui fut chargée de l’exécution de l’ossature de béton armé. L’imposante structure fut intégralement recouverte d’un revêtement de grès cérame fourni par le célèbre fabricant Alexandre Bigot (1862-1927) installé à Mer (Loire-et-Cher). Les traces que l’on observe à la surface des édifices revêtus de carreaux de grès cérame sont le résultat soit des procédés de fabrication, soit des techniques de pose, soit des dégradations survenues ultérieurement. À partir de l’identification et l’interprétation de ces traces, l’article examine la relation constructive entre l’ossature de béton armé et la façade céramique inscrite à l’inventaire supplémentaire des monuments historiques depuis 1977. IN SITU-REVUE DE PATRIMOINES (43)

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Ce texte publié dans le numéro anniversaire des Cahiers Ramau organise la rencontre de trois générations de chercheurs qui se sont intéressés à la question de l'interprofessionnalité et des compétences dans la fabrication de la ville. Leurs regards croisés permet de renseigner les évolutions en cours des métiers de la ville.

Keywords: district heating network ; heat load ; tree-shaped or meshed configuration ; pumping energy ; modifications ; extension ; simulation ; pipe diameters ; discounting values ; combinatory optimisation ; knowledge-based rules ; chauffage a distance ; reseaux ; demande thermique ; configuration maillee ou arborescente ; energie de pompage ; modifications ; extension ; simulation ; diametres de conduites ; couts actualises ; optimisation combinatoire ; regles basees sur des connaissances These Ecole polytechnique federale de Lausanne EPFL, n° 1304 (1994)Chaire de recherche operationnelle SOGroupe GnansounouJury: F. Bosshard ; P.-A. Haldi ; Th. Liebling ; Y. Smeers ; I. Smith Reference doi:10.5075/epfl-thesis-1304Print copy in library catalog Record created on 2005-03-16, modified on 2016-08-08

En partant de quelques considérations générales concernant l'énergie et la géothermie, cette conférence montrera que les réseaux thermiques ont très certainement un grand rôle à jouer pour la valorisation directe de la géothermie