Le rôle mécanique déterminant du revêtement dans la résistance à la fatigue d'une dalle orthotrope est connu depuis de nombreuses années. A défaut de pouvoir le quantifier précisément (du fait de la complexité du comportemet de ces structures), des dispositions constructives assez restrictives ont été adoptées. Toutefois, les récents progrès des moyens de calcul, ainsi que les exigences en termes de poids souvent imposées à ce type de structure rendent possible et souhaitable une analyse précise de l'effet bénéfique du revêtment sur une dalle orthotrope. L'objet de notre projet est en premier lieu de développer les outils théoriques et méthodologiques permettant un calcul réaliste de la durée de vie d'une dalle orthotrope, prenant en compte son revêtement. Une fois ces outils mis au point, nous les utiliserons en vue d'optimiser les revêtements classiques à base de béton bitumineux (nature, épaisseur). Nous développerons ensuite une solution innovante constituée d'un revêtement en béton fibré ultra-performant (BFUP). Ce travail donnera lieu à un dépôt d'au moins un brevet et à la publication de recommandations générales concernant la prise en compte du revêtement dans le calcul de la durée de vie d'une dalle orthotrope, que ce soit en phase de conception, ou en phase de maintenance/réparation.

In recent years, the issue of resource efficiency has also become increasingly important in construction engineering, as soil and rock account for more than 50% of mineral construction waste. Tunnel projects play a special role in this regard, as large quantities are generated at specific times and places. Due to the high degree of mechanisation and the associated advantages in terms of construction performance and safety at work, almost the half of tunnels is built with TBMs (TBM). For documentation and control of the construction process, these are equipped with various sensor systems that provide comprehensive data sets. But in this area, modern data-driven processes have not yet found a wide application. The overall objective of the REMATCH project is therefore to use the data sets from TBMs, with the help of AI methods, to enhance the recycling of the large quantities of tunnel excavation material. In this regard, an innovative real-time measurement system for material characterisation is to be de- veloped which gives decision support on the question if soil is “usable” or “not usable” for other purposes and thus has to be disposed of in a landfill. This system will base on several approaches using AI methods: firstly, on image recognition of excavated material, secondly, on intelligent data processing of TBM data, and, thirdly, on a knowledge database.

Dans le cadre de l’évaluation des risques liés aux sols pollués, l’évaluation de l’étendue de la pollution d’un sol constitue une étape critique, car entachée de nombreuses incertitudes. Cela s’applique notamment à la localisation dans l’espace, à la quantification et à la détermination de la nature des polluants organiques, en particulier les hydrocarbures pétroliers et les goudrons de houille. Ce projet propose une approche pour localiser et quantifier une pollution organique de sol par l’association d’analyses quantitatives et qualitatives sur site et d’une approche géostatistique. Les améliorations proposées permettront au même coût de reconnaissances d’évaluer et de réduire les incertitudes lors du diagnostic comme lors de la délimitation et du suivi de l’excavation où à coût identique de mieux évaluer l’extension de la pollution. Cette approche. Cette approche permettra également de réduire les risques de non détection d’une zone polluée sur un site

Over the years, underground transport networks have gradually been developed in cities, and have become increasingly complex in terms of multimodal exchanges, giving rise to underground hubs. Their importance within the urban space is now such that even a minor and temporary disruption can have a significant impact on other modes in the open air. Recent feedback has shown that the ability of underground networks to deal with threats likely to have a significant impact on their ability to function is an important issue and there is need for improvement in terms of practices. During recent major breakdowns and terrorist attacks, apart from the dramatic immediate consequences in the second case, there were shown to be shortfalls in the management of degraded operating modes and the time taken to restore normal operating conditions. The behavior of users (especially those blocked in trains) and their actions showed that there is considerable room for improvement in terms of management and communication with users. Finally, as events affecting structural elements are rare, most operators have not assessed the structural vulnerability of their network and have not developed procedures and techniques to deal with such events. Yet a good management of all these issues is vital to the resilience of the network when faced with these types of events. The core issue of the U-THREAT proposal is resilience and will be the common thread of the work conducted. The proposal will focus on an underground Metro network. To improve resilience when faced with an accidental or intentional event, three types of measures need to be undertaken: an assessment of the situation, the implementation of one or several degraded but acceptable operating modes and measures to enable restoration of operation. These three types of measures must be applied to three fields: structural elements (civil works), operation and user protection/assistance. The measures of each of these three types can vary in nature and can be implemented prior to the occurrence of an event (preventive, preparatory measures) and during the event. The project will therefore be structured around these three fields: structural elements (civil works), operation and user protection/assistance. Each of these three fields will be dealt with through the development of the three types of measures mentioned above and will include a study of new technologies (for example communication technologies) and new mode of transport. These new technologies/ transport modes will not necessarily all prove to be useful in the given context, but if their added value is shown, they should enhance any measures developed. Work on the possible use of mobile applications is notably envisaged. The use and improvement of existing measures and / or equipment will be included.

Structures covering roadway and railway infrastructures in urban environments (that we will name “covers”) respond to multiple objectives and stakes: environmental and social (reducing noise and environmental pollution, restoring urban flow, offering an opportunity for urban renovation), legal and contractual (superimposition of property rights and different statuses, territorial borders issues), financial (high costs, creation of property rights and value), public safety and comfort. As such, these structures play a crucial role in urban planning processes and are conceived to last (“long living town”). Further, they are also essential contributors to the sustainability of cities (“sustainable town”) and this, in its three different meanings: energetic, economic and societal. Our intention in the following report is to offer a methodology, along with tools for planning and putting into practicea concept which, despite its complexity, is still yet neither the subject of a “doctrine” nor of specific rules. This lack of a global vision, a systemic approach, and planning and design tools restrains without any doubt an optimal use of this concept for urban renewal. Our project is positioned within a broad and diverse group of discussions and research in this area, carried out by consortium partners and other entities: we can here mention studies led by the City of Paris in the framework of its GPRU (Great Urban Renewal Project) and for the design and construction of Boulevard Périphérique (Ring Road) covers, as well as APUR’s research, the PREDIT program, the ANR projects GERMA and RESILIS, and the TRACI project. We have gathered around this project academics (Paris Est University, EIVP and Tecomah) as well as the City of Paris, IREX which represents contractors, and consulting engineers: Arcadis and Egis. These partners cooperate regularly, within the framework of research programs or projects. These are strongly involved within the “Advancity pole” and the “IEED Ville Durable” proposal. Our program’s primary goal is a multidisciplinary characterization of covers, through the setting up of an urban, legal, organizational and technical analytic grid, and its use through existing projects. The results of this first phase will serve as the starting point for establishing methodology and evaluation tools, for the use of owners and consulting engineers, who currently do not hold such tools. This second goal shall apply to the projects themselves and their role played in the nearby urban environment, as well as to the expressed interests of political and economical actors, and by the public itself. At this stage, we will also aim to identify and analyze the relevant legal issues, and the tools that may be used by the owner to plan, design and operate such equipments. The third scientific goal, proposed within a multidisciplinary and systemic approach, is the creation of a decision tool under the form of a “meta-referential”. This will aim at a complexthe optimization in terms of the advantages ofsustainable development. The transfer towards design and construction engineering is CANOPEE’s fourth scientific and technical goal. In line with the first three axes of research, it aims at putting forward , innovative methods of design and construction of covers, in view of their exploitation. The proceedings of this research will provide the actors of these projects with evaluation and decision-making tools, as well as recommendations to optimize their planning, design, construction and operation processes. The number and size of the concerned projects and the high stakes they represent for cities’ sustainability, are the founding bases of this research project.