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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: HUBERT, Jean Paul; MONNET, Jérôme; SCAPINO, Julie;

    Construction21 France; Pour développer la marche en ville, il faut pouvoir argumenter la réorganisation de l'espace public à son profit. Or les interventions sur la voirie en faveur des piétons sont souvent ponctuelles, cantonnées à l'amélioration de la fluidité et de la sécurité du déplacement ou couplées avec des aménagements cyclables, avec la difficulté d'évaluer leurs effets sur les usages des marcheurs. C'est pour intégrer ces derniers dans une approche systémique que nous proposons la notion d' "infrastructure pédestre". Cette proposition couvre l'ensemble à la fois technique et géographique des différents éléments concrets de l'environnement urbain mobilisés par les marcheurs. Elle est mise à l'épreuve d'une recherche-action menée avec un service des routes départementales.

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    Authors: Blanquart, Corinne; Chen, Chia-Lin; de Urena, José Maria; Delaplace, Marie; +5 Authors

    _; This proposal adopts a holistic approach to strategic transport investment by discussing the wider economic impacts (WEIs) analysis method in terms of several dominant and emerging methods. The WEIs analysis goes beyond the effects captured in a standard cost-benefit analysis (CBA). A CBA addresses the market for transport services and infrastructure access but neglects the wider impacts on other markets. These wider impacts usually relate to agglomeration, market power, and the behavioral adaptions of firms and households. The high uncertainty in land use changes indicates that WEIs tend to occur in different forms on multiple spatial scales, varying by place and time. Additionally, some activities, such as education, have no direct market value, but may indirectly contribute to the overall economic output and human capital development in cities and regions. Given that the conventional elasticity methods are not goal oriented, it is important to ensure that the WEIs analysis accounts for the stakeholder-specific costs and benefits. Assuming that it is possible to consider all WEIs through theoretical models, major efforts should focus on establishing and maintaining appropriate methodologies and tools. The social and environmental data needed to address biodiversity issues should also be improved and promoted. Complementary to the WEIs, understanding how the behavior of agents changes in response to the new transport options will help clarify the long-term implications of transportation. This will suggest new strategies (territorial appropriation), approaches/ techniques to feasibility, and ?place-based? interrelations, that is, specific interrelations in places. This last aspect is especially important in the current context of the COVID-19 pandemic, which has affected and will likely change transportation behaviors and transport demand in the dynamic future.

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    Authors: Gasperi, Johnny; Dris, Rachid; TREILLES, Robin; Tramoy, Romain; +1 Authors
    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ Archive institutionn...arrow_drop_down
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Deraëve, Sophie; Dubois-Maury, Jocelyne; Guelton, Sonia; Poinsot, Philippe;

    Cette expertise s'inscrit dans la continuité de travaux sur la valorisation économique des quartiers de gares dont l'objectif est de questionner les processus de formation et de partage de la valeur économique générée dans ces espaces exposés à de profondes transformations urbaines2. L'ambition de ce travail est de montrer comment la négociation des valeurs foncières et immobilières revêt des caractères spécifiques dans les projets de quartiers de gare. Ces spécificités peuvent provenir d'une localisation extrêmement favorable, des contraintes ferroviaires ou encore de la présence d'acteurs importants aussi bien publics (ex. EDF-GDF, SNCF Réseau, RATP, STIF, promoteurs) que privés (investisseurs, promoteurs). L'ambition de ce travail est de répondre à trois grandes questions : la négociation autour du foncier et de la programmation immobilière, l'effet de l'arrivée de la gare du Grand Paris Express (GPE) sur la production urbaine et le rôle de la Société du Grand Paris (SGP) dans cette production. La première question concerne les négociations autour du foncier et de la programmation immobilière. Plus précisément, elle vise à comprendre la manière dont ces négociations se 1 Voir par exemple Offner J-M. (1993). Les ?effets structurants du transport' : mythe politique, mystification scientifique, L'espace Géographique, n°3, pp. 233-242 ; Berion P. et al., (2007), L'évaluation socio-économique des infrastructures de transport : Enrichir les approches du développement territorial, Revue d'Économie Régionale & Urbaine, 2007/4, p. 651-676 ; L'Espace géographique (2014). Les effets structurants des infrastructures de transport, L'Espace géographique, 43(1), pp. 51-67. DOI 10.3917/eg.431.0051. 2 Deraëve S. & Poinsot P. (2018). Quelles formes de valorisation des noeuds de transport ? Une analyse des liens entre programmation urbaine et valeur économique créée dans le cas des quartiers de gare. Document de travail, février 2018. 5 sont déroulées, à identifier les acteurs impliqués et leur rôle dans ces négociations. Par exemple, quelle est la valeur économique captée par chaque acteur (propriétaires fonciers, aménageurs...) ? Le groupe public ferroviaire (GPF) SNCF n'a-t-il joué que le rôle d'offreur de foncier ou a-t-il aussi participé à la programmation réalisée sur ses terrains ? Quel est le rôle et l'influence de la Ville de Nanterre sur la programmation ? La deuxième question porte sur l'effet de l'arrivée de la gare du GPE sur la production de la Zone d'Aménagement Concertée (ZAC). A-t-elle été à l'initiative de la ZAC ? Celle-ci a-t-elle permis une accélération, ou à l'inverse un ralentissement, du processus de production urbaine ? Quel rôle a-t-elle joué dans la programmation de la ZAC ? L'arrivée de la gare de Nanterre-La-Folie a-t-elle rendue le territoire plus attractif pour les promoteurs et investisseurs ? Enfin, la troisième question abordée consiste à mieux comprendre le rôle de la SGP dans la production de la ZAC que ce soit d'un point de vue réglementaire que dans ses pratiques. Dans quelle(s) séquence(s) de la chaîne de production de l'aménagement intervient la SGP ? Ne participe-t-elle que dans la séquence de maîtrise foncière nécessaire pour la production de la gare et de la ZAC ? Ou intervient-elle dans d'autres séquences des phases amont et aval ?

    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ HAL UPECarrow_drop_down
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Guelton, Sonia; Poinsot, Philippe;

    Article dans le n°233 de la revue Intercommunalités de l'Assemblée des communautés de France (AdCF)

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    Authors: Guelton, Sonia; Poinsot, Philippe;
    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ Archive institutionn...arrow_drop_down
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    Authors: Perrin, Guillaume; Soize, Christian;

    Workshop on Numerical Methods for High-Dimensional Problems, Ecole des Ponts ParisTech, Marne-la-Vallee, April 14-18

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    Authors: Soize, Christian; Desceliers, Christophe; Guilleminot, Johann; Nouy, Anthony; +1 Authors

    Workshop on Numerical Methods for High-Dimensional Problems, Ecole des Ponts ParisTech, Marne-la-Vallee, April 14-18

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    HAL - UPEC / UPEM
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    Authors: Perrin, G.; Duhamel, Denis; Soize, Christian; Fünfschilling, C.;

    This presentation deals with an innovative approach to analyze complex and nonlinear systems, which are excited by non-Gaussian and non-stationary random fields, by solving of a statistical inverse problem with experimental measurements. The methodology proposed is applied to the case of a railway system: a train is a nonlinear system with many degrees-of-freedom, which is excited by the track geometry and irregularities. These irregularities are of four types (horizontal and vertical alignment irregularities on the first hand, cant and gauge irregularities on the second hand), and vary from one track to another one, from one country to another one. As the track vehicle system is very non-linear, the characterization of the train dynamics cannot be achieved from the analysis of the train response on a single track portion but has to be made on the whole set of track conditions that the train can be confronted to during its lifecycle. In reply to these expectations, the track geometry of the French railway network has been continuously measured since 2007. Based on these measurements, which can be seen as experimental realizations of the track geometry random field, we develop a two steps methodology to analyze the influence of the track geometry variability on the train dynamics. In a first step, a stochastic modeling of the track geometry is proposed. Two decompositions are therefore used to identify the statistical characteristics of this random field. At first, using the Karhunen-Loève expansion, the considered random field is approximated by its truncated projection on a particularly well adapted orthogonal basis. Then, the random vector, which gathers the projection coefficients of the random field on this spatial basis, is characterized using a polynomial chaos expansion approach.The non-Gaussian non-stationary vector-valued random field is identified using the experimental measurements following the methodology presented in and consequently, constitutes a realistic track geometry stochastic modeling. Secondly, the track geometry variability is propagated to the train dynamics by solving a nonlinear stochastic dynamical problem. The results obtained are presented and analysed.

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    Authors: Chaussadent, Thierry; Boinski, Frédéric; Van Hullebusch, Eric D.; Chatellier, Patrice;

    Dans les réseaux d'assainissement, les bétons sont exposés à un environnement très agressif. En effet, les effluents contiennent des composes sulfurés organiques et inorganiques qui peuvent être utilisés par des bactéries sulfato-réductrices pour former du sulfure d'hydrogène. Ce dernier, sous forme gazeuse, se condense sur les parois en béton des réseaux et est oxydé sous la forme d'acide sulfurique par des bactéries sulfo-oxydantes. La dégradation des structures d'assainissement en béton par l'acide sulfurique biogénique est donc caractérisée par des effets combinés de plusieurs mécanismes. Ces mécanismes physico-chimiques peuvent conduire à l'apparition de fissuration du béton et à la corrosion des armatures en acier conduisant à des dommages irréversibles des réseaux d'assainissement. Pour maîtriser ces dégradations, mais aussi pour limiter la formation de sulfure d'hydrogène (qui est un gaz malodorant et très toxique), les gestionnaires ont plusieurs solutions basées sur l'oxygénation des effluents, l'addition de sels ferreux, etc. Quand le béton est dégradé, les solutions consistent à réparer ou à remplacer ce béton par de nouveaux matériaux plus résistants à base cimentaire ou polymère. Toutes ces solutions ne sont toutefois pas toujours totalement efficaces si le processus global de fonctionnement des réseaux d'assainissement n'est pas considéré. Pour répondre aux demandes concernant le choix du matériau adéquat pour un environnement donné et un processus défini, l'objectif de ce travail est d'étudier les mécanismes de biodégradation du béton et de considérer la durabilité à la fois du matériau et de la structure. Des propositions pour de nouvelles solutions limitant les dégradations sont aussi exposées.

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    Authors: HUBERT, Jean Paul; MONNET, Jérôme; SCAPINO, Julie;

    Construction21 France; Pour développer la marche en ville, il faut pouvoir argumenter la réorganisation de l'espace public à son profit. Or les interventions sur la voirie en faveur des piétons sont souvent ponctuelles, cantonnées à l'amélioration de la fluidité et de la sécurité du déplacement ou couplées avec des aménagements cyclables, avec la difficulté d'évaluer leurs effets sur les usages des marcheurs. C'est pour intégrer ces derniers dans une approche systémique que nous proposons la notion d' "infrastructure pédestre". Cette proposition couvre l'ensemble à la fois technique et géographique des différents éléments concrets de l'environnement urbain mobilisés par les marcheurs. Elle est mise à l'épreuve d'une recherche-action menée avec un service des routes départementales.

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    Authors: Blanquart, Corinne; Chen, Chia-Lin; de Urena, José Maria; Delaplace, Marie; +5 Authors

    _; This proposal adopts a holistic approach to strategic transport investment by discussing the wider economic impacts (WEIs) analysis method in terms of several dominant and emerging methods. The WEIs analysis goes beyond the effects captured in a standard cost-benefit analysis (CBA). A CBA addresses the market for transport services and infrastructure access but neglects the wider impacts on other markets. These wider impacts usually relate to agglomeration, market power, and the behavioral adaptions of firms and households. The high uncertainty in land use changes indicates that WEIs tend to occur in different forms on multiple spatial scales, varying by place and time. Additionally, some activities, such as education, have no direct market value, but may indirectly contribute to the overall economic output and human capital development in cities and regions. Given that the conventional elasticity methods are not goal oriented, it is important to ensure that the WEIs analysis accounts for the stakeholder-specific costs and benefits. Assuming that it is possible to consider all WEIs through theoretical models, major efforts should focus on establishing and maintaining appropriate methodologies and tools. The social and environmental data needed to address biodiversity issues should also be improved and promoted. Complementary to the WEIs, understanding how the behavior of agents changes in response to the new transport options will help clarify the long-term implications of transportation. This will suggest new strategies (territorial appropriation), approaches/ techniques to feasibility, and ?place-based? interrelations, that is, specific interrelations in places. This last aspect is especially important in the current context of the COVID-19 pandemic, which has affected and will likely change transportation behaviors and transport demand in the dynamic future.

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    Authors: Gasperi, Johnny; Dris, Rachid; TREILLES, Robin; Tramoy, Romain; +1 Authors
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    Authors: Deraëve, Sophie; Dubois-Maury, Jocelyne; Guelton, Sonia; Poinsot, Philippe;

    Cette expertise s'inscrit dans la continuité de travaux sur la valorisation économique des quartiers de gares dont l'objectif est de questionner les processus de formation et de partage de la valeur économique générée dans ces espaces exposés à de profondes transformations urbaines2. L'ambition de ce travail est de montrer comment la négociation des valeurs foncières et immobilières revêt des caractères spécifiques dans les projets de quartiers de gare. Ces spécificités peuvent provenir d'une localisation extrêmement favorable, des contraintes ferroviaires ou encore de la présence d'acteurs importants aussi bien publics (ex. EDF-GDF, SNCF Réseau, RATP, STIF, promoteurs) que privés (investisseurs, promoteurs). L'ambition de ce travail est de répondre à trois grandes questions : la négociation autour du foncier et de la programmation immobilière, l'effet de l'arrivée de la gare du Grand Paris Express (GPE) sur la production urbaine et le rôle de la Société du Grand Paris (SGP) dans cette production. La première question concerne les négociations autour du foncier et de la programmation immobilière. Plus précisément, elle vise à comprendre la manière dont ces négociations se 1 Voir par exemple Offner J-M. (1993). Les ?effets structurants du transport' : mythe politique, mystification scientifique, L'espace Géographique, n°3, pp. 233-242 ; Berion P. et al., (2007), L'évaluation socio-économique des infrastructures de transport : Enrichir les approches du développement territorial, Revue d'Économie Régionale & Urbaine, 2007/4, p. 651-676 ; L'Espace géographique (2014). Les effets structurants des infrastructures de transport, L'Espace géographique, 43(1), pp. 51-67. DOI 10.3917/eg.431.0051. 2 Deraëve S. & Poinsot P. (2018). Quelles formes de valorisation des noeuds de transport ? Une analyse des liens entre programmation urbaine et valeur économique créée dans le cas des quartiers de gare. Document de travail, février 2018. 5 sont déroulées, à identifier les acteurs impliqués et leur rôle dans ces négociations. Par exemple, quelle est la valeur économique captée par chaque acteur (propriétaires fonciers, aménageurs...) ? Le groupe public ferroviaire (GPF) SNCF n'a-t-il joué que le rôle d'offreur de foncier ou a-t-il aussi participé à la programmation réalisée sur ses terrains ? Quel est le rôle et l'influence de la Ville de Nanterre sur la programmation ? La deuxième question porte sur l'effet de l'arrivée de la gare du GPE sur la production de la Zone d'Aménagement Concertée (ZAC). A-t-elle été à l'initiative de la ZAC ? Celle-ci a-t-elle permis une accélération, ou à l'inverse un ralentissement, du processus de production urbaine ? Quel rôle a-t-elle joué dans la programmation de la ZAC ? L'arrivée de la gare de Nanterre-La-Folie a-t-elle rendue le territoire plus attractif pour les promoteurs et investisseurs ? Enfin, la troisième question abordée consiste à mieux comprendre le rôle de la SGP dans la production de la ZAC que ce soit d'un point de vue réglementaire que dans ses pratiques. Dans quelle(s) séquence(s) de la chaîne de production de l'aménagement intervient la SGP ? Ne participe-t-elle que dans la séquence de maîtrise foncière nécessaire pour la production de la gare et de la ZAC ? Ou intervient-elle dans d'autres séquences des phases amont et aval ?

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    Authors: Guelton, Sonia; Poinsot, Philippe;

    Article dans le n°233 de la revue Intercommunalités de l'Assemblée des communautés de France (AdCF)

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    Authors: Guelton, Sonia; Poinsot, Philippe;
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    Authors: Perrin, Guillaume; Soize, Christian;

    Workshop on Numerical Methods for High-Dimensional Problems, Ecole des Ponts ParisTech, Marne-la-Vallee, April 14-18

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    Authors: Soize, Christian; Desceliers, Christophe; Guilleminot, Johann; Nouy, Anthony; +1 Authors

    Workshop on Numerical Methods for High-Dimensional Problems, Ecole des Ponts ParisTech, Marne-la-Vallee, April 14-18

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    Authors: Perrin, G.; Duhamel, Denis; Soize, Christian; Fünfschilling, C.;

    This presentation deals with an innovative approach to analyze complex and nonlinear systems, which are excited by non-Gaussian and non-stationary random fields, by solving of a statistical inverse problem with experimental measurements. The methodology proposed is applied to the case of a railway system: a train is a nonlinear system with many degrees-of-freedom, which is excited by the track geometry and irregularities. These irregularities are of four types (horizontal and vertical alignment irregularities on the first hand, cant and gauge irregularities on the second hand), and vary from one track to another one, from one country to another one. As the track vehicle system is very non-linear, the characterization of the train dynamics cannot be achieved from the analysis of the train response on a single track portion but has to be made on the whole set of track conditions that the train can be confronted to during its lifecycle. In reply to these expectations, the track geometry of the French railway network has been continuously measured since 2007. Based on these measurements, which can be seen as experimental realizations of the track geometry random field, we develop a two steps methodology to analyze the influence of the track geometry variability on the train dynamics. In a first step, a stochastic modeling of the track geometry is proposed. Two decompositions are therefore used to identify the statistical characteristics of this random field. At first, using the Karhunen-Loève expansion, the considered random field is approximated by its truncated projection on a particularly well adapted orthogonal basis. Then, the random vector, which gathers the projection coefficients of the random field on this spatial basis, is characterized using a polynomial chaos expansion approach.The non-Gaussian non-stationary vector-valued random field is identified using the experimental measurements following the methodology presented in and consequently, constitutes a realistic track geometry stochastic modeling. Secondly, the track geometry variability is propagated to the train dynamics by solving a nonlinear stochastic dynamical problem. The results obtained are presented and analysed.

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    Authors: Chaussadent, Thierry; Boinski, Frédéric; Van Hullebusch, Eric D.; Chatellier, Patrice;

    Dans les réseaux d'assainissement, les bétons sont exposés à un environnement très agressif. En effet, les effluents contiennent des composes sulfurés organiques et inorganiques qui peuvent être utilisés par des bactéries sulfato-réductrices pour former du sulfure d'hydrogène. Ce dernier, sous forme gazeuse, se condense sur les parois en béton des réseaux et est oxydé sous la forme d'acide sulfurique par des bactéries sulfo-oxydantes. La dégradation des structures d'assainissement en béton par l'acide sulfurique biogénique est donc caractérisée par des effets combinés de plusieurs mécanismes. Ces mécanismes physico-chimiques peuvent conduire à l'apparition de fissuration du béton et à la corrosion des armatures en acier conduisant à des dommages irréversibles des réseaux d'assainissement. Pour maîtriser ces dégradations, mais aussi pour limiter la formation de sulfure d'hydrogène (qui est un gaz malodorant et très toxique), les gestionnaires ont plusieurs solutions basées sur l'oxygénation des effluents, l'addition de sels ferreux, etc. Quand le béton est dégradé, les solutions consistent à réparer ou à remplacer ce béton par de nouveaux matériaux plus résistants à base cimentaire ou polymère. Toutes ces solutions ne sont toutefois pas toujours totalement efficaces si le processus global de fonctionnement des réseaux d'assainissement n'est pas considéré. Pour répondre aux demandes concernant le choix du matériau adéquat pour un environnement donné et un processus défini, l'objectif de ce travail est d'étudier les mécanismes de biodégradation du béton et de considérer la durabilité à la fois du matériau et de la structure. Des propositions pour de nouvelles solutions limitant les dégradations sont aussi exposées.

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