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Maintenance and protection of road infrastructures (RIs) are increasingly exposed to natural hazards. This requires an effective risk assessment and mitigation methodologies considering a suitable resilience approach. Accordingly, several research projects focusing on RIs have developed resilience frameworks built on anticipatory, absorptive, restorative, and adaptive capacities. Among these, PANOPTIS conceptual resilience framework deals with scenarios linked to disastrous events based on actual data-driven from sensors (terrestrial and airborne). The main aim of PANOPTIS is minimizing service interruptions and quickly recovering with a holistic approach through an integrated platform with structural and geotechnical simulation tools. This paper presents the use of sensors-based monitoring systems: skid resistance measurements through novel mobile and passive road sensors for road surface; and in-situ measurements by a remote-real-time-automated monitoring of corrosion velocity in steel rebars of reinforced concrete bridge structures. Data collected from sensors are processed using automated algorithms to assess the monitored RI states depending on various alert thresholds of control parameters for each application (e.g., corrosion rate and velocity, ice percentage, road surface friction, etc.). These parameters are integrated in a specific platform provided to support decisions-making owners, in this case RI operators. These RI operational monitoring systems contribute in the assessment of RI resilience, in particular for resilience indicators related to the anticipatory capacity of the system. Monitoring data plays a key role in risk reduction and control strategies against negative impacts of disruptive scenario, and to build resilience improving the continuity of RI service. Besides that, broadened idea of the monitoring on-site data reliability is presented.

Les conflits autour des projets de construction et d’extension des infrastructures de transport sont classiques, mais diffèrent selon les modes. Cet article a pour objet d’analyser les raisons pour lesquelles la contestation des associations et du public autour des projets portuaires est moins forte et a moins de conséquences sur ces derniers (retard, surcoût, annulation, recours, modification, etc.) que dans le cas des projets de LGV et d’autoroutes. En effet, il n’y a pas de publication qui fasse d’analyse simultanée des trois modes sur la question du conflit et de la contestation, qui prenne en compte les nouvelles modalités de participation issues des textes de 2008 et de 2011, et qui traite de l’impact de la participation et des conflits sur le projet. Cet article repose sur trois hypothèses : les motifs de la contestation semblent être différents entre les modes ; les formes et l’intensité de la mobilisation semblent être différentes ; les conséquences de la contestation pour le projet semblent être différentes. Ces conséquences peuvent être assimilées à des risques potentiels en management de projet. La première partie dresse un état de l’art des recherches sur la participation et les conflits. La deuxième partie expose la méthodologie. Huit projets de transport ont été analysés au moyen de trois indicateurs : les motifs de contestation ; les formes et l’intensité de la mobilisation ; les conséquences possibles pour le projet. La troisième partie analyse les différences constatées entre chaque mode. Les résultats de la partie 4 expliquent que les contestations ont moins de conséquences pour les projets portuaires par rapport à d’autres modes du fait de l’attachement des habitants au site, des emplois créés, de la difficulté pour les associations à évaluer les impacts environnementaux des constructions sur le milieu marin (ce qui leur permet plus difficilement de faire un recours) et du périmètre des projets. Conflicts regarding transport infrastructure projects are usual, but they seem different according to the mode. The purpose of this article is to analyze the reasons why the disputes regarding seaports projects are less strong and have less consequences on them (delay, additional cost, cancellation, appeal, modification, etc.) than in the case of highways and high-speed lines projects. Indeed, there is no publication which draws a comparative analysis of the three modes on conflicts and protests, which takes into account the new modes of participation resulting from the texts of 2008 and 2011, and which addresses the impact of participation and conflicts on the project. This article is based on three hypotheses: reasons which might explain protests seem to be different between the modes; the forms and intensity of mobilization appear to be different; the consequences of the challenge for the project seem to be different. These consequences can be assimilated to potential risks in project management. The first part provides a state of the art of research on participation and conflict. The second part presents the methodology. Eight transport projects were compared using three indicators: the grounds for contestation; the forms and intensity of mobilization; the possible consequences for the project. The third part analyzes the differences observed between each mode. The results of part 4 explain that disputes have fewer consequences for seaport projects compared to other modes because of attachment of inhabitants to the site, jobs created, difficulty for associations to assess the impact of construction on marine environment (which allows less easy to appeal) and the perimeter of projects.

A questão da infraestrutura dos transportes na Gran Amazonía envolve uma complexidade de atores e dimensões socioespaciais que conferem um destacado papel a essa imensa região diante de múltiplas escalas de ações e impactos que a transformam de modo sem precedentes neste século. O texto examina o avanço recente dos investimentos estrangeiros em grandes projetos e empreendimentos ligados ao setor de transportes, ao lado das demandas internas e locais por circulação e acessibilidade, um quadro que envolve objetivos nem sempre convergentes, impasses e conflitos ainda pouco analisados nessas escalas. A abordagem adotada considera todas as escalas em jogo, mas deliberadamente destaca a importância da escala regional, posto que esta é cada vez mais decisiva na compreensão da complexidade inerente à questão das infraestruturas na Amazônia. Ao realçar a posição atual da região na logística internacional e o papel das infraestruturas de circulação no desenvolvimento local, considera-se que a escala regional se associa direta e indiretamente às demais, iluminando realidades de múltiplas dimensões espaciais que compõem o processo de integração física amazônica e subcontinental. Releva-se, assim, uma visão mais integrada e estratégica dos transportes na Gran Amazonía diante de impasses que penetram fronteiras e de oportunidades de desenvolvimento que poderiam ser mais bem aproveitadas na região e na própria América do Sul. The issue of transport infrastructure in Gran Amazonía involves a complexity of actors and socio-spatial dimensions that give this immense region a prominent role in the face of multiple scales of actions and impacts that transform it in an unprecedented way in this century. The text examines the recent advance of foreign investments in large projects and undertakings linked to the transport sector, alongside the internal and local demands for circulation and accessibility, a framework that involves objectives that are not always convergent, deadlocks and conflicts that have not yet been analyzed on these scales. The approach adopted considers all scales at stake, but deliberately highlights the importance of the regional scale, since this is increasingly decisive in understanding the complexity inherent to the question of infrastructure in the Amazon. By highlighting the region's current position in international logistics and the role of circulation infrastructures in local development, it is considered that the regional scale is directly and indirectly associated with the others, illuminating realities of multiple spatial dimensions that make up the process of Amazonian physical integration and subcontinental. Thus, a more integrated and strategic vision of transport in Gran Amazonía is highlighted in the face of impasses that penetrate borders and development opportunities that could be better used in the region and in South America itself. La question des infrastructures de transport dans la Gran Amazonía implique une complexité d'acteurs et de dimensions socio-spatiales qui donnent à cette immense région un rôle de premier plan face à de multiples échelles d'actions et d'impacts qui la transforment de manière inédite au cours de ce siècle. Le texte examine l'avancée récente des investissements étrangers dans les grands projets et entreprises liés au secteur des transports, aux côtés des demandes internes et locales de circulation et d'accessibilité, un cadre qui implique des objectifs pas toujours convergents, des blocages et des conflits qui n'ont pas encore été analysés à ces échelles. L'approche adoptée prend en compte toutes les échelles en jeu, mais met délibérément en évidence l'importance de l'échelle régionale, car elle est de plus en plus déterminante pour comprendre la complexité inhérente à la question des infrastructures en Amazonie. En mettant en évidence la position actuelle de la région dans la logistique internationale et le rôle des infrastructures de circulation dans le développement local, on considère que l'échelle régionale est directement et indirectement associée aux autres, éclairant des réalités aux multiples dimensions spatiales qui composent le processus d'intégration physique amazonienne. et sous-continentale. Ainsi, une vision plus intégrée et stratégique du transport dans la Gran Amazonía est mise en avant face aux impasses qui pénètrent les frontières et aux opportunités de développement qui pourraient être mieux utilisées dans la région et en Amérique du Sud même.

Improving maintenance management and increasing investment in infrastructure maintenance makes it possible to boost the resilience of infrastructure against a variety of threats. This has a positive financial return for developed as well as developing countries. uilding on the issues outlined in two seminal T20 Policy Briefs Building Resilient Infrastructure Systems (ABDI, 2020) and Evaluating Resilient Infrastructure Systems (Evans et al., 2020), this Policy Brief: (i) advocates for a global maintenance framework addressing the specificities of developed and developing countries, (ii) calls for the development of infrastructure bonds and standardised ratings that include maintenance issues, capable of securing financial resources for maintenance and (iii) draws G20 members' attention to the issue of human resilience and the human factor to ensure the long-term maintainability of Quality Infrastructure, L'amélioration de la gestion de la maintenance et l'augmentation des investissements dans la maintenance des infrastructures permettent de renforcer la résilience des infrastructures contre diverses menaces. Cela a un retour financier positif pour les pays développés comme pour les pays en développement. S'appuyant sur les questions décrites dans deux notes d'orientation fondamentales du T20 Building Resilient Infrastructure Systems (ABDI, 2020) et Evaluating Resilient Infrastructure Systems (Evans et al., 2020), cette note d'orientation : (i) plaide en faveur d'un cadre de maintenance mondial répondant aux spécificités des pays développés et en développement, (ii) appelle au développement d'obligations d'infrastructure et de notations standardisées qui incluent les problèmes de maintenance,capable de sécuriser les ressources financières pour la maintenance et (iii) attire l'attention des membres du G20 sur la question de la résilience humaine et du facteur humain pour assurer la maintenabilité à long terme de l'Infrastructure Qualité.

Major transport infrastructures affect landscape connectivity and lead to implement mitigation measures such as wildlife crossings. We propose in this study a methodological framework applied to a large highway network in the North of France that allows to identify i) existing road structures to be improved as a priority through an ecological functionality index, and ii) favorable locations to create new wildlife crossing regarding habitat connectivity gains. We implemented a multispecies approach using 9 characteristic species included in the French list for national consistency of the green and blue corridor, defined by the French National Museum of Natural History, and grouped from their habitat preferences. The originality of this study lies in the identification of existing road structures to be improved and new wildlife crossings to be created to improve ecological continuity, but above all by the combining of a modeling approach and operational expertise to specify technical details. This innovative study for operational purposes was a useful tool to support decision-making of land-use planning stakeholders which want to improve the crossing of transport infrastructure by wildlife., Les grandes infrastructures de transport affectent les réseaux écologiques et nécessitent la mise en place de mesures d’atténuation tels que les passages à faune. Nous proposons dans cet article un cadre méthodologique, appliqué à un vaste réseau autoroutier dans le Nord de la France, qui permet d’identifier i) les ouvrages existants à améliorer en priorité à travers un indicateur de fonctionnalités écologiques permettant d’identifier les zones les plus stratégiques en termes de connectivité où une amélioration des fonctionnalités des ouvrages serait le plus profitable pour la faune, et ii) les emplacements favorables pour créer de nouveaux ouvrages au regard des gains générés sur la connectivité des habitats. Une analyse multi-espèces a été mise en œuvre à partir de 9 espèces caractéristiques de la Trame verte et bleue réparties en 3 groupes liées aux préférences d’habitats. L'originalité de notre approche réside en l’identification des ouvrages existants à améliorer et des nouveaux ouvrages à créer pour favoriser les continuités écologiques, mais surtout par le couplage d’une approche de modélisation et d’une expertise opérationnelle tenant compte du contexte local pour préciser les détails techniques. Cette étude innovante à visée opérationnelle a été une véritable aide à la décision pour le maitre d'ouvrage et les services de l'État, soucieux d'améliorer le franchissement des infrastructures de transport par la faune.

Este trabalho deriva da articulacao das pesquisas do grupo GEOCAM/UEPA e GEDAF/ UFPA, e objetiva analisar a relacao entre a producao da agricultura familiar e o sistema de transporte rural-urbano no municipio de Abaetetuba, partindo da hipotese de que a articulacao entre esses sistemas de producao e circulacao sao o motor da polarizacao regional da cidade de Abaetetuba. Os sistemas de producao e circulacao em questao possuem variacoes que obedecem a diversidade social, agraria e ambiental do municipio de Abaetetuba. Os procedimentos metodologicos incluem coleta de dados primarios atraves de entrevista nao estruturadas, coleta de dados espaciais primarios, e a metodologia do zoneamento socioagroambiental participativo, alem da pesquisa e sistematizacao de dados secundarios (principalmente do IBGE e do INPE). Os resultados apontam a importância do transporte rural-urbano para a cidade de Abaetetuba, e as relacoes entre os modais de transporte e a diversidade da espacializacao dos circuitos de producao da agricultura familiar em Abaetetuba.

Resumen A casi cuatro años de finalizados los Juegos Olímpicos de Río 2016, es posible observar con mayor claridad los efectos de algunas intervenciones promovidas por el poder público para atender a este mega evento. En algunas áreas, principalmente en las favelas, esos efectos han sido profundos y, las respuestas del poder público, poco atentas a los procesos de ajuste entre la vida de los barrios afectados y la escala infraestructural de las intervenciones. Ese proceso de adaptación ha evidenciado una residualidad espacial entre las diferentes escalas del territorio intervenido, objeto de estudio de este trabajo. Dichas tensiones fueron generadas, principalmente, por el teleférico del Complexo do Alemão (Río de Janeiro), en espacios proyectados y remanentes de la intervención en los que surgieron usos y apropiaciones no programadas, propias del desajuste entre la escala infraestructural y la arquitectónica. Metodológicamente el trabajo opera sobre la base de la investigación en campo, con observaciones comparadas entre 2013 y 2019. Los resultados son analizados a la luz de tres conceptos: residualidad, infraestructura y el componente espacio-afectivo de la apropiación. Esos espacios residuales ganan significado una vez que, como espacio habitado, son modificados por las dinámicas de uso y apropiación de la población. Abstract After almost four years since the end of Rio 2016 Olympic Games, it is possible to observe with a critical distance the effects of some of the interventions promoted by the government to reply the mega-events. In some areas, mainly in favelas, these effects have been profound, and the answers of the government have been inattentive to the adjustment processes between the life in the neighborhoods and the in-frastructural scale. This process of adjustment has shown a space residuality between the different scales of the intervening territory. This paper is focused on the study of these tensions, in spaces in which not planned uses and appropriations arose, a feature of the mismatch between the infrastructure scale and the architectural scale. Methodologically, the works with field research and comparative observations made between 2013 and 2019. The results were analyzed using three concepts: Residuality, infrastructure and the space-affective component of appropriation. These spaces gain meaning when, as an inhabited space, they are modified by the dynamics of use and appropriation of the population. Résumé Après presque quatre ans de la fin des Jeux Olympiques de 2016, c'est possible d'observer avec plus de clarté les effets de quelques-unes des interventions réalisées par le Pouvoir Public pour répondre à ce méga-événement. Dans certaines zones de la ville, principalement dans des favelas, ces effets sont profonds et les réponses du pouvoir public peu vigilantes aux processus d'ajustement entre la vie des quartiers et l'échelle infrastructurelle des interventions. Ce processus d'adaptation met en évidence une résidualité spatiale parmi les différentes échelles du territoire brouillé. Ce travail observe ces tensions et a comme objet d'étude le phénomène de la résidualité spatiale générée par le Téléphérique du Complexe de l'Alemâo (Rio de Janeiro), des espaces dans lesquels ont émergés d'usages et d'appropriations imprévues, propres à l'ajustement entre l'échelle infrastructurelle et l'échelle architectonique. La méthodologie du travail est basée sur l'enquête de terrain avec des observations comparées réalisées entre les années 2013 et 2019. Les résultats sont analysés à la lumière de trois concepts : la résidualité, l'infrastructure et la composante de l'espace affectif d'appropriation. Ces espaces prennent sens une fois que, en tant qu'espace habité, sont modifiables par les dynamiques d'usage et d'appropriation de la population. Resumo Passados quase quatro anos do fim das Olimpíadas de 2016, é possível observar com maior clareza os efeitos de algumas intervenções realizadas pelo poder público para atender a este mega evento. Em algumas áreas da cidade, principalmente em favelas, esses efeitos têm sido profundos e as respostas do poder público pouco atentas aos processos de ajuste entre a vida dos bairros e a escala infraestrutural das intervenções. Esse processo de adaptação tem evidenciado uma residualidade espacial entre as diferentes escalas do território interferido. Este trabalho observa estas tensões, tendo como objeto de estudo o fenómeno da Residualida-de Espacial gerada pelo Teleférico do Complexo do Alemão (Rio de Janeiro), em uma série de espaços nos quais surgiram usos e apropriações não programadas, próprias do ajuste entre a escala infraestrutural e a escala arquitetónica. Metodologicamente, o trabalho opera sobre a base de pesquisa de campo, com observações comparadas realizadas entre os anos de 2013 e 2019. Os resultados são analisados à luz de três conceitos: residualidade, infraestrutura e o componente espaço-afetivo da apropriação. Estes espaços residuais ganham significado uma vez que, como espaços habitados, são modificados pelas dinâmicas de uso e apropriação da população.

Urban 20 Mayors Summit - U20, RIYAD, ARABIE SAOUDITE, 29-/10/2020 - 30/10/2020; The socio-economic costs of infrastructure damage and lost functionality that follow natural disasters, including climate change or a major attack, are much larger than the cost of improving infrastructure resiliency to typical events and properly maintaining it. The critical review of selected case studies presented in this policy brief shows that it is both possible and desirable to evaluate resilience. Focusing on transportation and logistic issues and building on the issues outlined in the T20 policy brief Building resilient infrastructure systems in 2019 (ADBI 2020), this policy brief: (i) advocates the urgent need to include a systematic review of the integration of resilience into cost-benefit analyses and use of other economic appraisal methodologies for infrastructure projects, and (ii) recommends prioritizing public and private investment in infrastructure projects proven to be resilient and projects that adapt existing assets to risks, thus improving their resilience.

The study of the landscapes crossed by the RN174, in the PNR of Marais du Cotentin et du Bessin, points to a certain number of plots wasteland on the side of the road. Formerly agricultural, these areas are now looking for a new vocation. The objectives of territorial transition are an opportunity to propose innovative projects on these plots in connection with the landscapes and the current and future problems of the territories. In this context, these numerous spaces are an opportunity to question our consumption of space as well as the place of the road project on our territories.; L’étude des paysages traversés par la RN174, dans le PNR des Marais du Cotentin et du Bessin, pointe du doigt un certain nombre de parcelles de délaissés en bord de voie. Anciennement agricoles ces espaces sont aujourd’hui à la recherche d’une nouvelle vocation. Les objectifs de transition territoriale sont l’occasion de proposer des projets innovants sur ces parcelles en lien avec les paysages et les problématiques actuelles et futures des territoires. Dans ce contexte, ces nombreux espaces sont l’occasion de remettre en question notre consommation d’espace ainsi que la place du projet routier sur nos territoires.

VI Congreso Cuidades Inteligentes, Madrid, ESPAGNE, 15-/09/2020 - 15/09/2020; Le projet PANOPTIS, financé par la Commission européenne dans le cadre du programme H2020, vise à accroître la résilience (capacité d'adaptation) des routes aux conditions météorologiques défavorables, telles que les phénomènes météorologiques extrêmes ou les inondations, et à d'autres événements à risque comme les tremblements de terre ou les glissements de terrain. L'objectif principal du projet est de combiner des scénarios de changement climatique régionalisés (appliqués aux infrastructures), avec des outils de simulation structurels et géotechniques et des données réelles tirées directement des infrastructures routières (ponts, pentes, routes) par un réseau multi-capteurs comprenant des capteurs au sol, des drones et des satellites, afin de fournir aux gestionnaires d'infrastructures de transport un outil de contrôle intégré, capable d'améliorer la gestion des infrastructures dans les phases de planification, de maintenance et d'exploitation. Le projet PANOPTIS a débuté en juin 2018, et pendant la première phase du projet, qui couvre approximativement les deux premières années, toutes les technologies innovantes qui composent l'outil PANOPTIS sont en cours de mise au point. Au cours de la deuxième phase du projet, qui débutera à l'été 2020, ACCIONA Engineering mettra en oeuvre toutes les technologies et méthodologies développées dans la section 2 de l'autoroute A-2, qui est longue de 77,5 km et qui traverse la province de Guadalajara. Il s'agit d'une section de concession d'autoroute de première génération gérée par ACCIONA Concessions et entretenue par ACCIONA Maintenance.

12th International Conference on Risk Analysis and Hazard Mitigation, LISBONNE, Portugal, 23-/05/2020 - 25/05/2020; Maintenance and protection of road infrastructures (RI) against multi-hazard events requires the use of risk assessment to identify threats, to assess vulnerabilities and to evaluate the impact on infrastructure systems according to the probability of occurrence of such threats. Dealing with a complex network system, such as RI, demands the improvement of risk assessment approach by resorting to the concept of resilient infrastructure, capable of dealing with scenarios linked to disastrous events with the aim of minimizing service interruptions and quickly recovering. In this paper, the network analysis of a RI case study is addressed to obtain a qualitative measure of resilience related to travel patterns of road network. The topology of RI system, a pattern of connections according to graph theory, between components interacting jointly to provide the required functionalities, is supplied by road network data from OpenStreetMap. Then a probabilistic system model is used to define a non-degradated condition and the scenarios of failure events that can affect the network system. For each condition, the evaluation of the related shortest paths, as a measure of the network system performance, provide the qualitative resilience measurement identifying performance criteria or levels of service requirements. The proposed assessment through transport network measures can find application in risk assessment and management by RI owners and managers.

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.

Introduction The importance of the transport infrastructure role is often described in the attempt to describe the characteristics of a “smart city”. Good planning and organization of communication networks contributes to the development of cities that are more fluid and user-friendly and sustainable, concepts underlying “smart cities”. The paper focuses on the impact on social organisation and on conception of transport intermodal infrastructures such as city-hubs inducing new and smarter practices of transport infrastructure, but also the urban dimension and their insertion through the actual city and, even more, by the creation of an entirely new neighbourhood and the preoccupation of a better quality of life. As part of the European research project FP7 “City-HUB”, 27 interchanges have been studied in nine European countries. The paper emphases on the implementation of the City-HUB interchange typology to the case study of Lille European Metropolis (MEL) where two contingent railway stations, Lille Flandres and Lille Europe, were analysed as a potential unique interchange named “Euraflandres”with socio-economic impacts and the possibility that it may become a “place” of life in the smart city. Methods Within the FP7 project City-HUB a literature review was conducted on the role and characteristics of interchanges in the cities and their contribution to smart cities [29]. For 27 interchanges in nine European countries, we have determined a number of relationships between these transport multimodal interchanges and their environment, and established a typology capturing different interchanges and a scheme for scoring their characteristics in terms of function and logistic dimensions (demand, number of transport modes, services and facilities, location in the city) and their local constraints. The governance framework was specified through carrying out semi-structured interviews with key interchange actors for each City-HUB case study that also questioned about the role of interchanges in local economies and their potential impact on that. The Lille Flandres and Lille Europe as a unique landmark “Euraflandres” were particularly studied to understand their characteristics and role to contribute to a smarter city. Results Based on the City-HUB typology, the “Euraflandres” gets a score of 9 because its demand is higher than 120,000 in daily passengers, includes 13 public and private transport modes (several PT, long distance coaches, car and bike), is located in the city centre and is included into a local plan of urban development and TOD definition. “Euraflandres” has all the characteristics for becoming an urban Landmark for the city of Lille. We show how this interchange gets a higher role for being a node on the international railway network, and how their inside and outside spatial and functioning reorganisation contribute to ease the use of public transport for travellers by introducing ITS, innovations in ticketing and providing new urban characteristics transforming transport infrastructures into new places to live. Conclusions Linking the smart city and the development made with “Euraflandres”, we have seen that an opportunity exists to join together the two Lille railway stations and urban Public Transport interchanges in order to combine a great urban interchange. It will procure advantages for increasing the accessibility for all destinations at urban Lille metropolis and regional level, but also at the national and international levels by the possibility offered by the French TGVs running on national network and the Railteam high speed trains such as Eurostar and Thalys. Each type of interchange, according to the identified functions and local constraints, should require the involvement of different stakeholders interchanges and the Lille City-HUB management with its stakeholders’ committees seems to be oriented to make effort for finding an agreed way for reducing conflicts, in order to better plan outcomes and to allow communities to have an influence over the future shape of the places where they live. The community-led participation is the first step to identify requirements and needs of operators (i.e. transport activities including services and facilities) and of users who will perceive the City-HUB as a transport node and a place where to have access to their mobility mode and where to carry out some other activities during their waiting time. Despite existing barriers (complex governance framework, physical barriers, functions and logistics to revise, local constraints), all the stakeholders are willing to improve the visibility and the functionality of these interchanges. “Euraflandres” has the role of developing activities and regenerating the urban environment, by transforming the surrounding area features. All this will make cities more convivial and fluid, answering to two key aspects of the Smart City, when we follow the definition of the smart city as a “fluid”, “intelligent” and “convivial” city by [4]. The extension of the Euralille neighbourhood where is located “Euraflandres”, is part of the Lille urban regeneration, still under construction, will provide new housing and also social housing for low income people and new city amenities transforming it in a new place to live transforming the current two separated interchange towards the future one landmark interchange with a higher share of sustainable and affordable public transport modes share.

6th International Symposium on Life-Cycle Civil Engineering, IALCCE 2018; Ghent; Belgium; 28 October 2018 through 31 October 2018, GHENT, BELGIQUE, 28-/10/2018 - 31/10/2018; In order to help the decisions makers to efficiently address eco-design for transport infrastructure technologies, a decision support toll (DST) was developed in the scope of the training-through-research programme Sustainable Pavements & Railways Initial Training Network (www.superitn.eu). It consists of a computational platform that implements a conceptual framework developed to quantify sustainability. It comes with a set of sustainability indicators tailored to both road and railway systems as well as several objective and subjective weighting methods. Amongst those belonging to the last category, the DST includes a set of default weights derived from an Analytical Hierarchy Process (AHP)-based survey that engaged stakeholders from different sectors and from several European countries. At last, the Preference Ranking Organization Methodology of Enrichment Evaluation II (PROMETHEE-II) MCDM method is employed for prioritizing alternative road pavement and railway tracks solutions at the design stage. The SUP&R DST is a freely available upon request (http://superitn.eu) and can be used at professional level, by professionals interested in advancing sustainability in transportation, as well as for educational purposes, to provide knowledge and educate on the use sustainability concepts and on what are the important issues to consider during the sustainable transportation decision-making process.

The quality and reliability of road infrastructure and its equipment play a major role in road safety. This is especially true if we are interested in autonomous car traffic. Recent papers from VEDECOM Institut proves that a clear and reliable road marking is important in it decison making. Marking lanes are detected by camera. These markings need an accurate maintenance strategy to guarantee that the markings remain perceptible. This report proposes different solutions based on the reliabilty and maintenance theory. Today, the markings reliability is based on the retroreflective illuminance. A retroreflective marking reflects light from a vehicle headlight back in the direction of the driver. Marking retroreflectivity can be dynamically inspected using a retroreflectometer. The litterature of the last thirty years proposes degradation models for retroreflective marking based on a regression model. All of them have a common weakness: they are difficult to apply directly to a given road network. This report presents maintenance models who math with current maintenance actions. A marking lane is interpreted as multi-unit systeme. All unit are laid in parallel. The global maintenance strategy is based on four points. First, the whole inspection data is formalized into one monitoring base. If inspection data is missing or if the maintenance historic is unavailable else an estimation process based on the Agglomerative Hierarchical Clustering (AHC) is proposed. Second, to replace a whole markings lane is logistically difficult to work. Again, an AHC of the monitoring proposed several clusters. Each cluster presents it own degradation model. Clusters are geographically tracked and correlated to specific situation (interchange, urban area, bypass...). That's why a cluster is interpreted as a maintenance strategic area. Thirdly, a Weibull analysis of each cluster is done. Current retroreflectometers cannot detects the exact faillure moment. this information is statistically censored. Three cases are identified : left, right and interval censored. To parameter a Weibull model, an EM Algorithm is propoased as an alternative to the Maximum Likelihood Estimator. This algorithm is also an estimator to censored markings life time. Lastly, two classic preventive maintenance strategies are proposed : systematic according to the age and conditionned to the current degradation. Each one is credible according the current maintenance practice. The first prposed a passsive managament of the markings maintenance. The second ensures an advanced knowledge of the road network over the time. On a multi-unit system no-repairable and strongly censored, units which admit the same degradation model are identified by a clustering approach. Each cluster present it own Weibull analysis. Finally, an adapted maintenance strategy is done; La qualité et la fiabilité des infrastructures routières jouent un rôle majeur dans la sécurité routière. Cela est d'autant plus vrai lorsque qu'on s'intéresse à la circulation de véhicules autonomes qui doivent être capables à terme de circuler seuls dans l'environnement routier. Les récents travaux menés au sein de VEDECOM montrent qu'une signalisation horizontale routière claire et visible est importante dans sa prise de décision. La détection des lignes de marquage sont en grande partie réalisée par des caméras. Afin d'optimiser cette approche et prévenir les situations de non détection, cette thèse propose des outils d'analyse de fiabilité et d'aide à la maintenance de la signalisation horizontale. Aujourd’hui, la fiabilité des marquages est basée le phénomène de rétro-réflexion : un véhicule éclaire avec ses feux de croisement un marquage qui renvoie la lumière vers le conducteur. Pour établir son niveau de dégradation, des campagnes d'inspection sont réalisées par des rétro-réflectomètres montés sur des véhicules traceurs. La littérature des trente dernières années présente essentiellement des modèles de dégradation basés sur des méthodes de régression. Ces derniers présentent de nombreuses difficultés à être déployés dans le cadre d'un plan de maintenance. Cette thèse propose d'aborder ces questions sous l'angle de la théorie de la fiabilité et de la maintenance tout en tenant compte des pratiques actuelles. Une ligne de marquage est ici interprétée comme un système multi-composants monté en parallèle. Cette thèse propose de l'analyser en quatre points. Premièrement, l'ensemble des inspections est formalisé en une base de suivi. Si des données sont manquantes et si l'historique de maintenance est indisponible, alors différentes approches basées sur une Classification Ascendante Hiérarchique (CAH) sont proposées afin de les estimer. Deuxièmement, l'entretien de la totalité d'une ligne est logistiquement délicat. Une CAH de la base de suivi a pour fonction d'établir les marquages suivant un même modèle de dégradation. Les clusters sont géographiquement localisés et corrélés à des situations précises comme un échangeur ou une agglomération. Pour ces raisons, ils sont interprétés comme des zones de maintenance stratégiques. Troisièmement, réaliser une analyse de Weibull des marquages. Les rétro-réflectomètres n'indiquent pas précisément les instants de défaillance. Ils sont statistiquement censurés à gauche, à droite ou par intervalle. En alternative à la méthode du Maximum de Vraisemblance, une approche basée sur un algorithme EM est proposé afin d'établir le modèle de Weibull et les censures estimées les plus vraisemblables. Dernièrement, deux stratégies de maintenance sont proposées : systématique par rapport à l'âge et conditionnée par la dégradation courante. Elles sont en adéquation avec les pratiques de maintenance. La première permet une gestion passive de l'entretien tandis que la seconde permet une connaissance avancée de la ligne de marquage dans le temps. A partir d'un système multi-composants non réparable et fortement censuré, les composants suivant un même modèle de dégradation sont classables, chaque groupe connait un modèle de durée de vie et finalement il est possible de déduire un plan de maintenance adapté

Resumen: Este documento analiza por medio de un estudio descriptivo, cómo el desarrollo de infraestructura fue un elemento importante de la competitividad, durante el periodo 2006-2016. En esta investigación se compara el comportamiento de la inversión en infraestructura de transporte frente a variables que miden los resultados de la competitividad de la misma, como lo son: costos, tiempo, calidad y desempeño logístico para cada uno de los países miembros de la Alianza del Pacifico, basado en fuentes de información tales como el Banco Mundial, World Economic Forum (WEF), Economic Commission for Latin America and the Caribbean (ECLAC) e Infralatam. A partir de dicho análisis se pudo evidenciar la estrecha relación existente entre la calidad de la infraestructura de transporte y el nivel de competitividad de los países estudiados. Abstract: This article aims at analyzing descriptively how the development of infrastructure is an important component of competitiveness in the period from 2006 to 2016. This paper compares the investment behavior in transportation infrastructure based on the variables which measure its competitive outcomes, among which costs, time, quality and logistic performance are found for each of the country members of the Pacific Agreement, taking into consideration information sources such as The World Bank, World Economic Forum (WEF), Economic Commission for Latin America and the Caribbean (ECLAC) and Infralatam. Based on this research study, it is shown that there is a close relationship between the quality of transportation infrastructure and the competitive level of the countries involved in such study. Résumé: Ce document analyse à travers une étude descriptive la maniere dont le développement des infrastructures a été un pillier fondamental de la compétitivité sur la période 2006-2016. Cette étude compare le comportement de l'investissement en infrastructures de transport à des variables mesurant les résultats de compétitivité tels que les coüts, les délais, la qualité et la performance logistique des pays membres de l'Alliance Pacifique en s'appuyant surdes sources d'information fournies par la Banque mondiale, le Forum économique mondial (FEM), la Commission économique pour l'Amérique latine et les Caraibes (CEPALC) et Infralatam. Grâce à cette analyse, il a été possible de démontrer le lien étroit existant entre la qualité des infrastructures de transport et le niveau de compétitivité des país étudiés. Resumo: Este documento analisa por meio de um estudo descritivo, como o desenvolvimento de infraestrutura foi um elemento importante na competitividade, durante o período 2006-2016. Nesta pesquisa compara-se o comportamento do investimento em infraestrutura de transporte frente a variáveis que medem os resultados da competitividade da mesma, como são: custos, tempo, qualidade e desempenho logístico para a cada um dos países membros da Aliança do Pacifico, baseado em fontes de informação tais como o Banco Mundial, World Economic Fórum (WEF), Economic Commission for Latin America and the Caribbean (ECLAC) e Infralatam. A partir desta análise pôde-se evidenciar a estreita relação existente entre a qualidade da infraestrutura de transporte e o nível de competitividade dos países estudados.

15 th International Symposium on Heavy Vehicule Transport Technology : HVTT 15, ROTTERDAM, PAYS-BAS, 02-/10/2018 - 05/10/2018; In Europe, the regulation on weights and dimensions of trucks are complex : European rules are given by EC Directive 96/53/EC as modified by Directive (EU) 2015/719 [1]. These rules apply for international traffic, but countries can decide to add specific national rules. Moreover, these rules are often different from one country to another, due to policy choices and local history. More specifically, the impact of trucks on infrastructure has not always been the primary fact for defining these rules. But in other countries or other research domains, performance based standards (PBS) are used to determine what is allowed, in terms of performance. For example, vehicles may be allowed in terms of their induced damage on bridges (Bridge Formula, see [2]) or dynamic behavior (PBS as in Australia for example). In another context, materials and structures are now often defined in calls for tender in terms of performance (durability, resistance for example).In this context, the work package (WP) C (Fit for purpose road vehicles to influence modal choice) of CEDR project FALCON (Freight And Logistics in a multimodal CONtext) aims at developing Performance Based Standards [3]. For that, the first step is to create a state-of-the art of the European situation concerning vehicle policy and infrastructure. This paper summarizes this work: the first section gives insight on the European vehicle policy. The second section presents the infrastructure catalogue developed within the FALCON project. Finally, these infrastructure elements are characterized in terms of design criteria in Section 3.

15 th International Symposium on Heavy Vehicule Transport Technology : HVTT 15, ROTTERDAM, PAYS-BAS, 02-/10/2018 - 05/10/2018; Traffic has a damaging effect on infrastructures. Concerning pavements and bridges, this damage is linked to the weights and dimensions of heavy truck traffic. Therefore, assessing and comparing the effect of various types of trucks on infrastructure is important. In this article, the article presents the work done within CEDR project FALCON: representative European infrastructure has been selected, with its design criteria. Then the truck fleet developed within the project has been assessed on these infrastructure elements. For both pavements and bridges, the underlying assumptions for assessment are given, the structures to be assessed are given and some conclusions are drawn. It is shown that a given truck may be damaging for one type of infrastructure, but not for another. Therefore, it is important to assess the vehicles on a representative road network.

15th International Symposium on Heavy Vehicule Transport Technology : HVTT 15, ROTTERDAM, PAYS-BAS, 02-/10/2018 - 05/10/2018; The FALCON project ('Freight and Logistics in a Multimodal Context') is a collaborative effort funded by the Conference of European Directors of Roads (CEDR), and has set out to address ambitious carbon emission reduction targets set by the European Commission. A primary goal of the project is to define a potential Performance-Based Standards (PBS) framework for cross-border road freight transport in Europe. First, a representative fleet of heavy vehicle combinations carrying modular loading units was formulated in collaboration with industry. The fleet was then simulated against a wide range of potential performance standards sourced from various countries. These findings together with expert opinion were then used to draft recommendations for a PBS framework for Europe.

The identification of structuring effects of transportation infrastructure on territorial dynamics remains an open research problem. This issue is one of the aspects of approaches on complexity of territorial dynamics, within which territories and networks would be co-evolving. The aim of this thesis is to challenge this view on interactions between networks and territories, both at the conceptual and empirical level, by integrating them in simulation models of territorial systems. The intrinsically multidisciplinary nature of the question requires first to proceed to a quantitative epistemology analysis, that allow us to draw a map of the scientific landscape and to give a description of common features and specificities of models studying the co-evolution between network and territories within each discipline. We propose consequently a definition of co-evolution and an empirical method for its characterization, based on spatio-temporal correlation analysis. Two complementary modeling approaches, that correspond to different scales and ontologies, are then explored. At the macroscopic scale, we build a family of models inheriting from interaction models within system of cities, developed by the Evolutive Urban Theory (Pumain, 1997). Their exploration shows that they effectively capture co-evolutionary dynamics, and their calibration on demographic data for the French system of cities (1830-1999) quantifies the evolution of interaction processes such as the tunnel effect or the role of centrality. At the mesoscopic scale, a morphogenesis model captures the co-evolution of the urban form and of network topology. It is calibrated on corresponding indicators for local form and topology, computed for all Europe. Multiple network evolution processes are shown complementary to reproduce the large variety of observed configurations, at the level of indicators but also interactions between indicators. These results suggest new research directions for urban models integrating co- evolutive dynamics in a multi-scale perspective.; L’identification d’effets structurants des infrastructures de transports sur la dynamique des territoires reste un défi scientifique ouvert. Cette question est une des facettes de recherches sur la complexité des dynamiques territoriales, au sein desquelles territoires et réseaux de transport seraient en co-évolution. L’objectif de cette thèse est de mettre à l’épreuve cette vision des interactions entre réseaux et territoires, autant sur le plan conceptuel que sur le plan empirique, en les intégrant au sein de modèles de simulation des systèmes territoriaux. La nature intrinsèquement pluri-disciplinaire de la question nous conduit à mener un travail d’épistémologie quantitative, qui permet de dresser une carte du paysage scientifique et une description des éléments communs et des spécificités des modèles traitant la co-évolution entre réseaux et territoires dans chaque discipline. Nous proposons ensuite une définition de la co-évolution, ainsi qu’une méthode de caractérisation empirique, basée sur une analyse de corrélations spatio-temporelles. Deux pistes complémentaires de modélisation, correspondant à des ontologies et des échelles différentes sont alors explorées. A l’échelle macroscopique, nous construisons une famille de modèles dans la lignée des modèles d’interaction au sein des systèmes de villes développés par la Théorie Evolutive des Villes (Pumain, 1997). Leur exploration montre qu’ils capturent effectivement des dynamiques de co-évolution, et leur calibration sur des données démographiques pour le système de villes français (1830-1999) quantifie l’évolution des processus d’interaction comme l’effet tunnel ou le rôle de la centralité. A l’échelle mésoscopique, un modèle de morphogenèse capture la co-évolution de la forme urbaine et de la topologie du réseau. Il est calibré sur les indicateurs correspondants pour la forme et la topologie locales calculés pour l’ensemble de l’Europe. De multiples processus d’évolution du réseau s’avèrent être complémentaires pour reproduire la grande variété des configurations observées, au niveau des indicateurs ainsi que des interactions entre indicateurs. Ces résultats suggèrent de nouvelles pistes d’exploration des modèles urbains intégrant les dynamiques co-évolutives dans une perspective multi-échelles.; 运输基础设施对领土体系结构效应存在的问题远未得到解决。这是复杂的地域 动态的一个方面，其中领土和交通网络正在共同演变。这篇论文的目的是测试 网络和地域之间的相互作用。它将在概念和经验上做到这一点，目的是将其整合 到地域系统的模拟模型中。我们正在处理的问题本质上是多学科的。出于这个原 因，我们首先进行量化的认识论分析。它可以绘制科学的景观图，并精确地描述 每个学科不同模型的结构。我们制定了一个共同进化的定义，并开发了一个基于 时空相关分析的经验表征方法。探索两个互补的建模轨道。它们对应于不同的本 体和尺度。在宏观层面上，我们根据城市演变理论发展起来的城市体系内的相互 作用模型发展了一个模型家族。他们的探索表明，他们实际上捕捉到共同演化的 动力。他们对法国城市系统(1830-1999)的人口统计数据的校准量化了互动过程 的演变。这些例如是隧道效应或网络中心性的影响。在介观尺度上，形态演化模 型捕捉城市形态和网络拓扑的共同演化。根据整个欧洲计算的局部形态和拓扑结 构的相应指标进行校准。网络演进的多个过程被考虑到:成本效益计划，潜在的 突破，自组织。它们似乎是互补的，可以产生所有的真实配置。校准也是按照第 二顺序进行的，也就是指标之间的相互作用，模型重现了现有情况的多样性。这 些结果一方面表明了把城市演变理论与形式演变相结合的理论建构。另一方面， 他们开辟了新一代城市模式的探索，这些模型将不得不整合多尺度协同进化动力 学。

Durante el transcurso de los últimos veinticinco años, el aumento y mejora de las infraestructuras de transporte en España ha sido evidente. La obra civil, entre la que se incluyen las infraestructuras de transporte, aguantó los primeros compases de la crisis reciente gracias a la implementación inmediata de un paquete público de proyectos de ingeniería civil. Sin embargo, desde 2010, el gasto en infraestructuras por parte de la Administración pública se desplomó como medida para conseguir los objetivos de déficit exigidos. En este trabajo se realiza un análisis evolutivo de los diferentes modos de transporte (tráfico de pasajeros y mercancías) y las inversiones realizadas para mejorar sus infraestructuras. Se aprecian ciertas sobredotaciones, algunos excesos y puntuales disarmonías. Finalmente, se realizan algunas reflexiones y consideraciones sobre la distribución territorial del gasto público en infraestructuras de transporte, endeudamiento y disponibilidades económicas futuras. Una nueva política de infraestructuras deberá hacer frente a los numerosos retos que se presentan en un horizonte inmediato., Finisterra, vol. 52 n.º 106 (2017)

SETAC Europe 28th Annual Meeting, ROME, ITALIE, 13-/05/2018 - 17/05/2018; Addressing the sustainability of transport infrastructures requires exploring the environmental, social, and economic impacts of technological options while balancing the often conflicting priorities of different stakeholders, at an early design phase of the infrastructure delivery process. That is a typical multi-criteria decision-making (MCDM) problem, in which the decision-makers need to measure the sustainability through a set of meaningful, representative and quantifiable criteria, balance the relative importance of those criteria and determine the sustainability sequence of multiple alternative technologies for fostering transportation sustainability. This paper describes a tool and a methodology developed in the framework of Super&ITN project.

TRB'18, 97th Annual Meeting of the Transportation Research Board, Washington, Etats-Unis, 06-/01/2018 - 11/01/2018; In this paper, we propose a thorough analysis of the way congestion is usually handled in the accumulation-based framework. This serves as a basis to implement a proper congestion propagation model in the trip-based approach. Theoretical and simulation studies show that in case of several trip lengths in a zone, there exists only one form of inflow limitation at the reservoir entry that complies with the global constraints on flow and production.

In project FALCON (Freight And Logistics in a multimodal CONtext), work package 3, entitled 'Fit for purpose road vehicles to influence modal choice (performance based standards)' focuses on compiling Smart Infrastructure Access Policy (SIAP) to selected segments of the infrastructure network, for current and future commercial vehicles that have multimodal use potential. Therefore the first step is to establish an extensive infrastructure catalogue, for which design criteria will be chosen and for which the Performance Based Standard will be adapted. This extensive infrastructure catalogue is given in this deliverable D3.2: information is given for pavements, bridges, tunnels, road geometry elements, safety barriers and warehouses. Then, more details are given for pavements and bridges, as tunnel seem to be more of a service management issue.For both infrastructure elements (pavement and bridges), damage mechanisms are explained and typical pavements/bridges are described. For each, infrastructure to be assessed for SIAP establishment is proposed: bituminous and concrete pavements as far as pavements are concerned and influence lines of various effects and for various bridges structures. This deliverable is supposed to be the basis for task 3.5 for definition of Smart Infrastructure Access Policy.

This deliverable called D3.4 has the purpose to summarize the overview of infrastructure design criteria and legislation with the emphasis on roads, bridges and tunnels.For pavements, there is no European design criteria. So the national design criteria for various European countries have been listed and explained. The parameters involved in these design criteria and to be chosen are parameters linked to the materials or structures, to climatic actions applied on the pavement all over the year and traffic. For traffic, the effect of a traffic or a given vehicle is evaluated through comparison with the effect of equivalent axle loads.For bridges, European design criteria exist: the Eurocodes (Eurocode 0, Eurocode 1, ... to Eurocode 8). These building codes are applicable all over Europe; in fact, their application is mandatory since 2010. Only partial, safety coefficients (±- factors) vary from one country to another. These factors can be found in the respective national appendixes, some of them are summarized here. As for tunnels, it has been shown in report D3.2 that only the horizontal geometry of tunnels is designed according to traffic, as would be a road and its pavement. Therefore, the issue with traffic in tunnels is a problem of parking lots and management of truck passing's through the tunnels. The design criteria for pavements and bridges can now be used for the definition of Smart Infrastructure Access Policy (task 3.5 of project FALCON).

Cet article propose une grille analytique et méthodologique du lien entre migrations et développement rural au Sud à partir de la notion de système familial multilocalisé. Les stratégies de moyens d'existence et les capabilités des familles sont analysées au prisme de leur espace de mobilité et des circulations qui articulent villes et campagnes, aux échelles nationales et internationales. L'application de la grille d'analyse aux campagnes du Nicaragua permet d'en tester la pertinence.

Colloque avec actes et comité de lecture. Internationale.; International audience; Road structures are made by a superposition of different layers of heterogeneous materials (bituminous materials, cement concrete, composite grids, etc). The durability of such composite structures depends on severe climate conditions that occur during their lifetimes and multiple heavy loads that move on them. Various damages are identified such as delamination mechanisms at the interface between surface pavement layers. Studying debonding phenomenon is a necessity in order to propose innovative solutions to maintain an old efficient transport road network. This also helps to develop new concepts for turning road infrastructure with new added functionalities such as those that integrates into the road surfaces a dynamic charging box for electric vehicles. Nowadays, this type of cracking in pavement structures is still not well understood. As for edge delamination in composite field, edge effect of existing joints or vertical cracks in a pavement layer create such a high concentration of both normal and shear interface stresses that the crack could propagate along the interface between the two different layers before penetrating through one of materials or even debonding elsewhere far from them (Chabot et al., 2013). Appropriate fracture opening pure mode I or II and mixed mode laboratory tests under several static and fatigue load conditions and various environmental conditions (mainly temperature and moisture) need to be adapted or developed for the specific bending study of such multilayered structures. The main objective of this paper is to compare the results from different techniques in the aim to characterize experimentally the interface crack initiation and propagation by way of interfacial fracture energies obtained on composite specimens coming from road construction. Shear fracture mode tests in the pavement field are not so easy to modify and it is not so simple to compare their ""pure"" mode test results to a part of those coming from fracture mixed mode tests. In the present work and following many previous works, the Wedge Splitting Test (WST) developed by Tschegg (1986) is chosen. This test is a quite convenient test method to study the fracture behaviour at the interface of heterogeneous materials in mode I. The WST test has been adapted for specimens extracted from full scale pavement sections (Gharbi et al., 2017). Cubical shape specimens of important size (compared to the granular maximum size of the materials) are prepared with a cylindrical groove instead of a traditional rectangular groove. A slim wedge of 14° is used to ensure principally the studying of the interface debonding phenomenon in a quasi-pure opening Mode I. A notch of 5 mm thick is sawed at the interface between the two material layers to guarantee the initiation of the crack at the interface. A finite element study is conducted to analyze the effect of variation of the specimen dimensions. Static tests controlled with a constant displacement speed rate (0.7mm/mn or 2 mm/min) and constant temperatures (~20°C) are performed in order to determine the specific fracture energy (GF) of interface between bi-layered specimens. Different techniques are used to evaluate initiation and propagation of the fracture with the modified WST test. The tensile strength and the fracture energy are firstly estimated from the splitting force (FS) - Crack Mouth Opening Displacement (CMOD) curve. To obtain the displacement field at points between the two crack lips, the Digital Image Correlation (DIC) technics are used. Then these displacement fields are introduced in the elastic model proposed by Dunder (1969) to calculate, under 2D conditions (plane stress and deformation), the strain energy release rate evolution. This energy depends on the interface crack length estimated also by DIC measurements. Results found from the two methods are finally discussed.

In this document we propose formulations of additional constraints or alternative objective functions which can be added to RECIFE-MILP. The aim of these refinements is acquiring the possibility of representing additional features of the railway traffic system and alternative traffic management strategies.

Journées techniques acoustique et vibrations, ROUEN, FRANCE, 11-/05/2017 - 12/05/2017; Les infrastructures de transports terrestres engendrent des nuisances pour les riverains et les vibrations font l'objet de nombreuses plaintes. Or à l'heure actuelle, ce type de situation est mal qualifié tant du point de vue de la mesure du niveau d'exposition que de la gêne ressentie. L'objectif de cette recherche est de contribuer à la définition de critères d'évaluation de la gêne due aux vibrations ressentie par les riverains d'infrastructures de transports. Il s'agit de décrire les mécanismes de perception des vibrations environnementales et les situations dans lesquelles une gêne est ressentie. Pour cela, une enquête exploratoire réalisée à partir de 32 entretiens semi-directifs a été menée auprès de riverains d'un chantier de construction d'un contournement routier exposés à deux sources de vibrations (compactage et tirs de mine).

7th International Conference on Railway Operations Modelling and Analysis - Rail Lille, Lille, France, 04-/04/2017 - 07/04/2017; Maintenance activities are necessary to maintain the functionality of the railway infrastructure. Commonly, timetables are elaborated by considering the infrastructure unavailability periods caused by the performance of maintenance activities. However, sometimes unplanned maintenance activities have to be introduced at short notice, and the timetable must be rearranged to respect the new unavailabilities. Moreover, most of these activities require the presence of special maintenance trains which are typically not scheduled in the timetable and may have an impact on other train circulations. In this paper, we propose a mixed-integer linear programming formulation that rearranges a timetable to cope with the performance of maintenance activities. It includes the consideration of maintenance trains and other specific constraints, such as temporary speed restrictions. In this formulation, the rearrangement of the timetable is optimized based on a microscopic representation of both the infrastructure and the rolling stock. We assess two algorithms founded on this formulation on a real case study in the French railway network and we show their practical applicability.

ROADEF 2017, 18ème conférence de la Société française de Recherche Opérationnelle et d'Aide à la Décision, Metz, France, 22-/02/2017 - 24/02/2017; Maintenance activities are necessary to maintain the functionality of the railway infrastructure. Commonly, the maintenance activities are planned first. Then, the timetable is elaborated respecting the unavailability periods caused by the former. However, unplanned maintenance activities may have to be introduced at short notice, and the timetable must be rearranged. In addition, specific trains may be necessary to perform maintenance activities, and they are typically not scheduled in the timetable. In this case, the timetable may need to be further modified to integrate the maintenance trains. In this paper, we propose a mixed integer linear programming formulation that modifies a timetable to cope with maintenance activities. It includes the consideration of maintenance trains and other specific constraints, such as temporary speed limitations.In this formulation, the modified timetable is optimized based on a microscopic representation of both the infrastructure and the rolling stock. We test the proposed formulation on a real case study in the French railway network and we show its practical applicability.

New high-speed rail transport infrastructures produce profound time-space changes that make new activities possible. Our aim is to measure the impact of such changes on potential business or leisure travel between cities.We develop a contact potential indicator (Törnqvist, 1970) that measures the possibility of making a trip to a distant location within the desirable time-space prism. The indicator is developed in the context of the high-speed rail line between Tours and Bordeaux.The results demonstrate the possibility of contact from a series of key cities affected by new high-speed rail infrastructure, both before and after project completion. Our analysis shows that Bordeaux benefits greatly from the extension of the rail line: the preferred method of contact to Paris will switch to rail from the current air preference, and several cities that cannot be reached in the current pre-project conditions will become 'contactable'. Other cities that benefit are Angoulême, Tours and Poitiers.; Les nouvelles infrastructures de transport ferroviaire provoquent de profondes transformations de l'espace-temps qui rendent de nouvelles activités possibles. Notre but est de mesurer les impacts de telles transformations sur le potentiel de déplacement pour motif affaires ou tourisme entre villes. Nous développons l'indicateur du potentiel de contact (Törnqvist, 1970) qui mesure la possibilité d'effectuer un déplacement vers un lieu distant dans les contraintes du prisme d'espace-temps de la time geography. L'indicateur est mis en oeuvre dans le contexte de l'ouverture de la ligne ferroviaire à grande vitesse entre Tours et Bordeaux. Les résultats démontrent la possibilité de contact entre un ensemble de villes clés affectées par la nouvelle infrastructure de transport rapide, avant et après son ouverture. Notre analyse montre que Bordeaux bénéficie grandement de l'extension de la ligne : le mode le plus favorable pour réaliser le potentiel de contact avec Paris bascule de l'aérien au ferroviaire, et plusieurs villes qui ne pouvaient pas être rejointes dans les conditions précédant la réalisation du projet ferroviaire, deviennent « contactables ». Les autres villes bénéficiaires sont Angoulême, Tours et Poitiers.

Railway Engineering-2017, Edinburgh, ROYAUME-UNI, 21-/06/2017 - 22/06/2017; Lubrication is an important technique in railway infrastructure maintenance. It aims to reduce the friction and wear between contacting surfaces in relative motion. Such friction management activities are not only applied to rolling stocks but also to the surrounding systems such as catenaries and tracks. However, the factors pertaining to lubrication vary greatly from different systems, depending on friction mechanism, load, environment, etc. This paper aims to review the state of the art of the lubrication for switches and crossings (S&Cs) - the weak points in railway track systems. Theoretical and technical issues relative to existing lubricants, lubricating techniques and equipment are discussed. The information gathered provides research and technical reference for S&C lubrication.

This deliverable entitled 'Recommendations for EC wide regulatory framework (legislation) on dimensions and loads of vehicles' is based on the work done in the WP5 which has been described in the deliverables D5.1, D5.2, D5.3 and D5.4. The impact of the TRANSFORMERS solutions on existing infrastructure has been assessed, by comparing it to reference vehicles.This deliverable summarizes in the first chapter the results of these previous deliverables and gives some first recommendation for regulation: the TRANSFORMERS solutions are only marginally more aggressive for existing infrastructure than existing vehicles. The aerodynamic features have neither impact on pavements, bridges nor on safety barriers. However, the double floor feature and the addition of the electric drivetrain (HoD system) (and in particular the battery) below the semitrailer have an impact on the height of the centre of gravity of the truck, and thus on the impact on safety barriers in case of a crash. The first recommendation is that the extra tonne allowed on the gross vehicle weight (GVW) of a rigid truck for alternative fuel technology, engines, batteries or any other related components, should also apply to articulated vehicles using alternative fuel technology in the tractor and/or semi-trailer unit. Then, based on the TRANSFORMERS deliverables, it is also recommended to examine how good guidance on the load distribution and loading of trailers and semi-trailers (impact on safety barriers, dynamic behaviour of the truck) and on the longitudinal load distribution, i.e. the balance of axle loads (impact on pavements and on bridges) could be provided to road freight transport operators and shippers on a general, systematic basis and how compliance could be verified. Additionally, the European Directive on commercial vehicle weights and dimensions1 could be complemented in a future revision with some rules on the longitudinal and vertical distribution of loads. This could be achieved using on-board weighing sensors for self-control, as already mentioned in article 10d of the Directive.The third chapter compares the effect of the TRANSFORMERS vehicles with the effect of an articulated vehicle with a 44 tonne maximum authorized weight. The advantages and the drawbacks of the 44 tonne-articulated vehicle combinations are highlighted. As this 44 tonne-vehicle combination is allowed in many European countries nowadays, some recommendations on use of alternative fuels technology are made.

Measuring capacity of railway infrastructures is an open problem even in its definition. In this paper, we propose RECIFE-SAT, a MILP-based algorithm to quantify capacity by solving the saturation problem. This problem consists in saturating an infrastructure by adding as many trains as possible to an existing (possibly empty) timetable. In an experimental analysis performed in collaboration with the French infrastructure manager, we show the promising performance of RECIFE-SAT. To the best of our knowledge, RECIFE-SAT is the first algorithm which is shown to be capable of saturating rather large railway networks considering a microscopic infrastructure representation. This representation allows RECIFE-SAT to really quantify the actual capacity of the infrastructure considered.

National audience; Depuis le début du XXIè siècle, la volonté de développer les infrastructures de transportdemeure forte du côté des responsables politiques. Pourtant de nombreux facteurs,environnementaux, financiers ou sociaux, ont conduit à une obsolescence évidente des ancienneslogiques de programmation. Mais la refonte des procédures prend du temps, tout commel’acceptation d’objectifs intégrant les nouvelles contraintes liées à une rareté croissante des fondspublics. Pour cette raison, les politiques publiques tâtonnent. La transition versun nouvel âge de la programmation et du financement n’est pas achevée. Dans quelle mesureles orientations fixées à l’été 2017 par le nouveau gouvernement pourront-elles aider à l’émergenced’un nouveau modèle français de programmation et de financement des infrastructures ?Un modèle qui cessera de privilégier les nouveaux projets pour se concentrer sur l’entretien et lamodernisation des réseaux existants.