Thèses sur le sujet « Intelligenza urbana »

The PhD research investigates the meaning of the paradigm of Smart City, or Intelligent City, that, from several time, started to be discussed and applied in diverse urban contexts in the world. Smart Cities are characterized by the presence of pervasive and cooperating information and communication technologies. These technologies improve the efficiency of urban resources' management and increase relations and interaction within the urban space. However, a Smart City doesn't prescind from the fundamental role of citizens in the urban space's transformation and development, for this reason information and communication infrastructure are primarily a tool for intensifying connections and exchanges among citizens. In a sense, according with the vision proposed in this research, a Smart City is not exclusively a concept through which efficiency and resources optimization are emphasized, as in the visions that represent the city as a machine constituted of technological cooperating components, but definitively suggests a more holistic vision, which considers the complexity of contemporary cities. This approach underlines that the city is constituted of several interacting components, human and non-human, that together create a complex ecological system where the technological tools, proper of the Smart Cities, can facilitate its management, without adopting rigid standards that limit its free evolution. The intensifying and multiplying of relations and interactions is therefore a concept at the base of the vision proposed by the Intelligent City model, where urban space's development is realized through new practices that enable novel opportunities for collaboration, based on a system of diffused knowledge. Context-knowledge is amplified by the information belonging to the digital space: urban space is increasingly constituted of digital elements that fundamentally contribute in shaping urban places, blending and integrating themselves into the physical space to which they relate and in which they are inscribed. The development of approaches and methodologies capable of facilitating transformational processes of existing urban contexts towards more intelligent configurations can be a solution for the problems faced by contemporary cities. Defining solutions capable to imagine the space as a construct integrating physical and digital components, whose distinction is ever more labile, it is possible to develop new criteria that design and modified cities sustainably, favoring the increase of quality of life for citizens. The research's unfolding has lead to observe how diffused knowledge and citizens' ability to cooperatively act are peculiar characteristics of intelligent cities, accelerated by pervasive urban technologies that facilitate the rapid diffusion on information and enable new forms of interaction through physical and digital space. Final results of the research define the Centers of Knowledge as conceptual devices that facilitate the creation of Smart Cities, suggesting material and immaterial forms with which generate intelligent urban contexts. The thesis is articulated into four chapters: in the first and second chapter principal theoretical references and best practices on Smart City are described; the third chapter contains the analysis conducted in Chicago, which is considered an optimum example of an intelligent urban context; in the forth chapter the concept of Center of Knowledge is explicated, describing the ways through which it can be shaped to develop new urban scenarios. Hopefully, the results of the research will provide a valid contribution in the rich debate around Smart Cities or Intelligent Cities, with the awareness that technological innovations and increasing experimentation of new modes of interactions produce rapid changes of the frame of references.

Le développement de véhicules autonomes capables de se déplacer sur les routes urbaines peuvent fournir des avantages importants en matière de réduction des accidents, en augmentant le confort et aussi, permettant des réductions de coûts. Les véhicules Intelligents par exemple fondent souvent leurs décisions sur les observations obtenues à partir de différents capteurs tels que les LIDAR, les GPS et les Caméras. En fait, les capteurs de la caméra ont reçu grande attention en raison du fait de qu’ils ne sont pas cher, facile à utiliser et fournissent des données avec de riches informations. Les environnements urbains représentent des scénarios intéressant mais aussi très difficile dans ce contexte, où le tracé de la route peut être très complexe,la présence d’objets tels que des arbres, des vélos, des voitures peuvent générer des observations partielles et aussi ces observations sont souvent bruyants ou même manquant en raison de occlusions complètes. Donc, le processus de perception par nature doit être capable de traiter des incertitudes dans la connaissance du monde autour de la voiture. Tandis que la navigation routière et la conduite autonome en utilisant une connaissance préalable de l’environnement ont démontré avec succès, la compréhension et la navigation des scénarios généraux du environnement urbain avec peu de connaissances reste un problème non résolu. Dans cette thèse, on analyse ce problème de perception pour la conduite dans les milieux urbains basée sur la connaissance de l’environnement pour aussi prendre des décisions dans la navigation autonome. Il est conçu un système de perception robotique, qui permettre aux voitures de se conduire sur les routes, sans la nécessité d’adapter l’infrastructure, sans exiger l’apprentissage précédente de l’environnement, et en tenant en compte la présence d’objets dynamiques tels que les voitures.On propose un nouveau procédé basé sur l’apprentissage par la machine pour extraire le contexte sémantique en utilisant une paire d’images stéréo qui est fusionnée dans une grille d’occupation évidentielle pour modéliser les incertitudes d’un environnement urbain inconnu,en utilisant la théorie de Dempster-Shafer. Pour prendre des décisions dans la planification des chemins, il est appliqué l’approche de tentacule virtuel pour générer les possibles chemins à partir du centre de référence de la voiture et sur cette base, deux nouvelles stratégies sont proposées. Première, une nouvelle stratégie pour sélectionner le chemin correct pour mieux éviter les obstacles et de suivre la tâche locale dans le contexte de la navigation hybride, et seconde, un nouveau contrôle en boucle fermée basé sur l’odométrie visuelle et tentacule virtuel est modélisée pour l’exécution du suivi de chemin. Finalement, un système complet automobile intégrant les modules de perception, de planification et de contrôle sont mis en place et validé expérimentalement dans des situations réelles en utilisant une voiture autonome expérimentale, où les résultats montrent que l’approche développée effectue avec succès une navigation locale fiable basée sur des capteurs de la caméra
The development of autonomous vehicles capable of getting around on urban roads can provide important benefits in reducing accidents, in increasing life comfort and also in providing cost savings. Intelligent vehicles for example often base their decisions on observations obtained from various sensors such as LIDAR, GPS and Cameras. Actually, camera sensors have been receiving large attention due to they are cheap, easy to employ and provide rich data information. Inner-city environments represent an interesting but also very challenging scenario in this context,where the road layout may be very complex, the presence of objects such as trees, bicycles,cars might generate partial observations and also these observations are often noisy or even missing due to heavy occlusions. Thus, perception process by nature needs to be able to dea lwith uncertainties in the knowledge of the world around the car. While highway navigation and autonomous driving using a prior knowledge of the environment have been demonstrating successfully,understanding and navigating general inner-city scenarios with little prior knowledge remains an unsolved problem. In this thesis, this perception problem is analyzed for driving in the inner-city environments associated with the capacity to perform a safe displacement basedon decision-making process in autonomous navigation. It is designed a perception system that allows robotic-cars to drive autonomously on roads, with out the need to adapt the infrastructure,without requiring previous knowledge of the environment and considering the presenceof dynamic objects such as cars. It is proposed a novel method based on machine learning to extract the semantic context using a pair of stereo images, which is merged in an evidential grid to model the uncertainties of an unknown urban environment, applying the Dempster-Shafer theory. To make decisions in path-planning, it is applied the virtual tentacle approach to generate possible paths starting from ego-referenced car and based on it, two news strategies are proposed. First one, a new strategy to select the correct path to better avoid obstacles and tofollow the local task in the context of hybrid navigation, and second, a new closed loop control based on visual odometry and virtual tentacle is modeled to path-following execution. Finally, a complete automotive system integrating the perception, path-planning and control modules are implemented and experimentally validated in real situations using an experimental autonomous car, where the results show that the developed approach successfully performs a safe local navigation based on camera sensors

Countries around the world are facing urban planning challenges in fast-growing areas. As a developed country, Australia has a sound social system, with laws, rules and regulations. Rapid growth has brought new development opportunities, but also accompanied by serious social planning and decision-making issues. In some fast-growing areas, investments for infrastructure cannot keep up with the rapid population growth due to inaccurate data and other factors. As a result, sometimes it’s becoming very hard and challenging for the government to make the best decision for investments in order to achieve the maximum potential. Embracing emerging technologies, to build smart cities in Australia, to improve governance and decision making has become critical. This thesis explores challenges we are facing in fast-growing areas in Australia and how emerging technology-aided strategy making, community consultation and smart governance can help building a smart city. We demonstrate in-depth in how emerging technologies like Internet of Things and Big Data can improve a city’s operation efficiency and assisting decision-makers to solve challenging leadership, planning and decision-making issues. This thesis demonstrates by using these technologies how a planning decision or a community consultation which currently take months to process could be reduced to days, or how an operational decision which currently takes a week could be reduced to a day.

Thesis: S.M., Massachusetts Institute of Technology, Department of Architecture, 2019
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 138-141).
Over the last decade, advancements in data collection, computing and visualization methods have given rise to a new form of urbanism: networked urbanism. Our current output of data is roughly 2.5 quintillion bytes a day. Ninety percent of the world's data has been created in the last two years alone. As cities compete for "smart city" status, myriad sensors are installed in the built environment, capturing a "real-time" city supposedly responsive to both infrastructural and citizen needs, thereby creating a more desirable environment for people to live. If this is the case, why has Songdo International Business District become a "ghost-town" as some reports claim, attracting only less than a quarter of its anticipated population? Although the smart city model has been hailed by technocratic enthusiasts as a solution to the sustainable city challenge for almost two decades, it has increasingly been critiqued for being overly technocratic and top-down in orientation, decreeing forms of algorithmic governance which control and discipline citizens, and omitting qualitative factors such as cultural vibrancy and community bonding. And in the process, both designers and citizens become increasingly marginalized from the discussion. I intend to address the shortcomings of current approaches to Smart Cities in the context of human -centric urban design and develop a new design methodology which emphasizes on the "smart citizen" to effectively engage the collective throughout a collaborative urban design process. This thesis surveys a number of significant recent projects and studies their goals, proposed frameworks and interventions, ingredients used in their loT solutions as well as potential concerns, and uses the findings to create a citizen engagement tool and design framework to be tested on a site in Ang Sila, Thailand.
by Helena Hang Rong.
S.M.
S.M. Massachusetts Institute of Technology, Department of Architecture

Orientadores: Janito Vaqueiro Ferreira, Alessandro Corrêa Victorino
Tese (doutorado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica
Made available in DSpace on 2018-08-26T17:57:25Z (GMT). No. of bitstreams: 1 Vitor_GiovaniBernardes_D.pdf: 28262004 bytes, checksum: eeccacc4c01faa822412782af2e96121 (MD5) Previous issue date: 2014
Resumo: O desenvolvimento de veículos autônomos capazes de se locomover em ruas urbanas pode proporcionar importantes benefícios na redução de acidentes, no aumentando da qualidade de vida e também na redução de custos. Veículos inteligentes, por exemplo, frequentemente baseiam suas decisões em observações obtidas a partir de vários sensores tais como LIDAR, GPS e câmeras. Atualmente, sensores de câmera têm recebido grande atenção pelo motivo de que eles são de baixo custo, fáceis de utilizar e fornecem dados com rica informação. Ambientes urbanos representam um interessante mas também desafiador cenário neste contexto, onde o traçado das ruas podem ser muito complexos, a presença de objetos tais como árvores, bicicletas, veículos podem gerar observações parciais e também estas observações são muitas vezes ruidosas ou ainda perdidas devido a completas oclusões. Portanto, o processo de percepção por natureza precisa ser capaz de lidar com a incerteza no conhecimento do mundo em torno do veículo. Nesta tese, este problema de percepção é analisado para a condução nos ambientes urbanos associado com a capacidade de realizar um deslocamento seguro baseado no processo de tomada de decisão em navegação autônoma. Projeta-se um sistema de percepção que permita veículos robóticos a trafegar autonomamente nas ruas, sem a necessidade de adaptar a infraestrutura, sem o conhecimento prévio do ambiente e considerando a presença de objetos dinâmicos tais como veículos. Propõe-se um novo método baseado em aprendizado de máquina para extrair o contexto semântico usando um par de imagens estéreo, a qual é vinculada a uma grade de ocupação evidencial que modela as incertezas de um ambiente urbano desconhecido, aplicando a teoria de Dempster-Shafer. Para a tomada de decisão no planejamento do caminho, aplica-se a abordagem dos tentáculos virtuais para gerar possíveis caminhos a partir do centro de referencia do veículo e com base nisto, duas novas estratégias são propostas. Em primeiro, uma nova estratégia para escolher o caminho correto para melhor evitar obstáculos e seguir a tarefa local no contexto da navegação hibrida e, em segundo, um novo controle de malha fechada baseado na odometria visual e o tentáculo virtual é modelado para execução do seguimento de caminho. Finalmente, um completo sistema automotivo integrando os modelos de percepção, planejamento e controle são implementados e validados experimentalmente em condições reais usando um veículo autônomo experimental, onde os resultados mostram que a abordagem desenvolvida realiza com sucesso uma segura navegação local com base em sensores de câmera
Abstract: The development of autonomous vehicles capable of getting around on urban roads can provide important benefits in reducing accidents, in increasing life comfort and also in providing cost savings. Intelligent vehicles for example often base their decisions on observations obtained from various sensors such as LIDAR, GPS and Cameras. Actually, camera sensors have been receiving large attention due to they are cheap, easy to employ and provide rich data information. Inner-city environments represent an interesting but also very challenging scenario in this context, where the road layout may be very complex, the presence of objects such as trees, bicycles, cars might generate partial observations and also these observations are often noisy or even missing due to heavy occlusions. Thus, perception process by nature needs to be able to deal with uncertainties in the knowledge of the world around the car. While highway navigation and autonomous driving using a prior knowledge of the environment have been demonstrating successfully, understanding and navigating general inner-city scenarios with little prior knowledge remains an unsolved problem. In this thesis, this perception problem is analyzed for driving in the inner-city environments associated with the capacity to perform a safe displacement based on decision-making process in autonomous navigation. It is designed a perception system that allows robotic-cars to drive autonomously on roads, without the need to adapt the infrastructure, without requiring previous knowledge of the environment and considering the presence of dynamic objects such as cars. It is proposed a novel method based on machine learning to extract the semantic context using a pair of stereo images, which is merged in an evidential grid to model the uncertainties of an unknown urban environment, applying the Dempster-Shafer theory. To make decisions in path-planning, it is applied the virtual tentacle approach to generate possible paths starting from ego-referenced car and based on it, two news strategies are proposed. First one, a new strategy to select the correct path to better avoid obstacles and to follow the local task in the context of hybrid navigation, and second, a new closed loop control based on visual odometry and virtual tentacle is modeled to path-following execution. Finally, a complete automotive system integrating the perception, path-planning and control modules are implemented and experimentally validated in real situations using an experimental autonomous car, where the results show that the developed approach successfully performs a safe local navigation based on camera sensors
Doutorado
Mecanica dos Sólidos e Projeto Mecanico
Doutor em Engenharia Mecânica

The implementation of ITS to increase the efficiency of saturated highways has become increasingly prevalent. It is a high level objective for many international governments and operators that highways should be managed in a way that is both sustainable i.e. environmental, social and economically sound and supportive of a Low-Carbon-Energy Future. Some clarity is therefore needed to understand how Intelligent Transport Systems perform within the constraints of that objective. This thesis describes the development of performance criteria that reflect the contributions of Information Communication Technology (ICT) emissions, vehicle emissions and the embedded carbon within the physical transport infrastructure that typically comprises three types of Intelligent Transport System. Active Traffic Management, Intelligent Speed Adaptation and the Automated Highway System are a collection of systems designed to transform the road network into a highly efficient and congestion free transport solution and all possess varying levels of uncertainty in terms of sustainability performance. The performance criteria form part of a new framework methodology ‘EnvFUSION’ (Environmental Fusion for ITS) outlined here. An attributional LCA and c-LCA (consequential lifecycle assessment) are both undertaken which forms part of a data fusion process using data from various sources. The models forecast improvements for the three ITS technologies in-line with social acceptability, economic profitability and major carbon reduction scenarios up to 2050 on one of the UK's most congested highways. Analytical Hierarchy Process and Dempster-Shafer theory are used to weight criteria which form part of an Intelligent Transport Sustainability Index. Overall performance is then synthesized. Results indicate that there will be a substantial increase in socio-economic and emissions benefits, provided that the policies are in place and targets are reached which would otherwise delay their realisation. To conclude, an integrated strategic performance management framework is proposed which performs socio-technical comparisons of four key performance areas between ITS schemes in order to identify energy and emission hotspots.

Thesis (Ph.D.)--Boston University PLEASE NOTE: Boston University Libraries did not receive an Authorization To Manage form for this thesis or dissertation. It is therefore not openly accessible, though it may be available by request. If you are the author or principal advisor of this work and would like to request open access for it, please contact us at open-help@bu.edu. Thank you.
Intelligent Transportation Systems (ITS) are those utilizing advanced infrastructure, synergistic technologies and systems engineering concepts to develop and improve transportation systems of all kinds. This dissertation focuses on studying two important topics of ITS: Smart Parking (SP) and Traffic Light Control (TLC). Both are viewed as dynamic optimization problems in stochastic hybrid system environments. The first part of this dissertation focuses on describing a novel "Smart Parking" system for an urban environment. As opposed to simply providing parking information to drivers in Parking Guidance Information (PGI) systems, the proposed approach is to assign and reserve an optimal parking space based on a driver's cost function that combines proximity to destination and parking cost. This is accomplished by solving a Mixed Integer Linear Programming (MILP) problem at each decision point defined over a sequence of time instants. The solution of each MILP problem is an optimal allocation based on current state information, and is updated at the next decision point with a guarantee that there is no resource reservation conflict and that no driver is ever assigned a resource with a higher than this driver's current cost function value. Based on simulation results, compared to uncontrolled parking processes or state-of-the-art guidance-based systems, this system reduces the average time to find a parking space and the parking cost, while the overall parking capacity is more efficiently utilized. An in-door laboratory testbed is described to demonstrate the functionality of a system prototype. A full implementation in a garage is also discussed where this system has been tested in real time. In the second part, the traffic light control problem is addressed by viewing it as a stochastic hybrid system and developing a Stochastic Flow Model (SFM) for it. Using the theory of Infinitesimal Perturbation Analysis (IPA), online gradient estimates of a cost metric are derived with respect to the controllable green and red cycle lengths. The IPA estimators obtained require counting traffic light switchings and estimating car flow rates only when specific events occur. The estimators are used to iteratively adjust light cycle lengths to improve performance and, in conjunction with a standard gradient-based algorithm, to obtain optimal values which adapt to changing traffic conditions. The method is first applied to a single-intersection TLC problem, and then extended to multiple intersections with blocking. Simulation results are included to illustrate the approach and demonstrate the improved performance over predefined traffic light cycles.

Le travail porte sur le volet chauffage urbain. Il a pour but de construire un système d’information sur le réseau de chauffage en intégrant l’ensemble du patrimoine lié au réseau de chauffage dans un SIG (Système d’information Géographique) et d’analyser les consommations de chauffage. Ceci constitue la première phase de transformation du réseau de chauffage en un réseau intelligent.Le travail comporte 4 parties. La première comporte une synthèse bibliographique des travaux réalisés sur le développement urbain, les consommations d’énergie, la technologie de chauffage urbain et sa place dans la consommation d’énergie. La seconde partie présente la Cité Scientifique, qui sert de support pour le démonstrateur SunRise en mettant l’accent sur le réseau de chauffage (production, transport de chaleur, stations d’échange, réseau secondaire), et les lieux de consommation, à savoir les bâtiments (surfaces chauffées, performances énergétiques, regroupement dans des secteurs géographiques ou opérationnels). Les informations sur le réseau de chauffage ont été intégrées dans un Système d’Information Géographique (SIG). Dans la 3ème partie, on analyse les consommations annuelles des différents bâtiments en les confrontant avec les « DPE » des bâtiments. Cette partie permet d’avoir une idée précise des consommations de chauffage de différents bâtiments. La dernière partie comporte une analyse détaillée de la consommation de chauffage du bâtiment M1
The thesis is part of the SunRise project "Demonstrator of the Smart and Sustainable City", which aim to turn the Campus of the University Lille1 in a demonstrator of the Smart and Sustainable city. The study focuses on the district-heating component. It aims at (i) building an information system on the heating network by the integration of all the information concerning the heating in a Geographic Information System (ii) analyzing the heating consumption. This is the first phase of the construction, of the Smart Heating network. The work involves four parts. The first includes a literature review of works conducted on urban development, energy consumption, district heating technology and its place in the energy consumption. The second part presents the Campus of the University Lille1, which serves as support for the demonstrator SunRise with a particular focus on the heating system (production, transport, heat exchange stations, secondary network), and buildings (heated surfaces, energy efficiency, clustering in geographic or operational areas). Information on the heating system has been integrated into a Geographic Information System (GIS). The 3rd part presents the annual consumption of the campus buildings together with a comparison them with their "DPE" (Diagnostic de Performance énergétique). This chapter provides a good understanding of the heating consumption of different buildings of the Campus. The last part presents a detailed analysis of the heat consumption of the building M1. The analysis is performed at different scales: monthly, daily and hourly

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2012.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 76-78).
Flocksourcing, or guided crowdsourcing, is an experimental data collection technique where users become the sensors to generate a large amount of information that improves a public service like public transport. In an ideal world, users would self-organize to collect data that would improve their own experience-but in a place like Dhaka, the megacapital of Bangladesh, the technology that enables users to become sensors is not (yet) widely available. In this thesis, we attempt to test the viability of flocksourcing by co-developing and seeding those technologies with a local resident-led flock who targeted a segment of the largely owner-operated bus system in Dhaka. The results from a flock of eight's weeklong data collection efforts demonstrated that flocksourcing can be a viable data collection technique for generating big amounts of data even in some of the most challenging urban environments. While the demonstration helps lay the groundwork showing that the technique can be used, questions still remain on whether and how it will be used in a truly sustainable way.
by Albert M. L. Ching.
M.C.P.

Thesis: S.M., Massachusetts Institute of Technology, School of Architecture and Planning, Program in Media Arts and Sciences, 2017.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 75-77).
Cities are our future. Ninety percent of the world's population growth is expected to take place in cities. Not only are cities becoming bigger, they are also becoming more complex and changing even more rapidly. The decision-making process in urban design and urban planning is outdated. Currently, urban decision-making is mostly a top-down process, with community participation only in its late stages. Furthermore, many design decisions are subjective, rather than based on quantifiable performance and data. Urban simulation and artificial intelligence techniques have become more mature and accessible. However, until now these techniques have not been integrated into the urban decision-making process. Current tools for urban planning do not allow both expert and non-expert stakeholders to explore a range of complex scenarios rapidly with real-time feedback. To address these challenges, a dynamic, evidence-based decision support system called CityMatrix was prototyped. The goals of CityMatrix were 1) Designing an intuitive Tangible User Interface (TUI) to improve the accessibility of the decision-making process for non-experts. 2) Creating real-time feedback of multi-objective urban performances to help users evaluate their decisions, thus to enable rapid, collaborative decision-making. 3) Constructing a suggestion-making system that frees stakeholders from excessive, quantitative considerations and allows them to focus on the qualitative aspects of the city, thus helping them define and achieve their goals more efficiently. CityMatrix was augmented by Artificial Intelligence (AI) techniques including Machine Learning simulation predictions and optimization search algorithms. The hypothesis explored in this work was that the decision quality could be improved by the organic combination of both strength of human intelligence and machine intelligence. The system was pilot-tested and evaluated by comparing the problem-solving results of volunteers, with or without Al suggestions. Both quantitative and qualitative analytic results showed that CityMatrix is a promising tool that helps both professional and nonprofessional users understand the city better to make more collaborative and better-informed decisions. CityMatrix was an effort towards evidence-based, democratic decisionmaking. Its contributions lie in the application of Machine Learning as a versatile, quick, accurate, and low-cost approach to enable real-time feedback of complex urban simulations and the implementation of the optimization searching algorithms to provide open-ended decision-making suggestions.
by Yan Zhang.
S.M.

Flooding is an important concern for the UK, as evidenced by the many extreme flooding events in the last decade. Improved flood risk intervention strategies are therefore highly desirable. The application of hydroinformatics tools, and optimisation algorithms in particular, which could provide guidance towards improved intervention strategies, is hindered by the necessity of performing flood modelling in the process of evaluating solutions. Flood modelling is a computationally demanding task; reducing its impact upon the optimisation process would therefore be a significant achievement and of considerable benefit to this research area. In this thesis sophisticated multi-objective optimisation algorithms have been utilised in combination with cutting-edge flood-risk assessment models to identify least-cost and most-benefit flood risk interventions that can be made on a drainage network. Software analysis and optimisation has improved the flood risk model performance. Additionally, artificial neural networks used as feature detectors have been employed as part of a novel development of an optimisation algorithm. This has alleviated the computational time-demands caused by using extremely complex models. The results from testing indicate that the developed algorithm with feature detectors outperforms (given limited computational resources available) a base multi-objective genetic algorithm. It does so in terms of both dominated hypervolume and a modified convergence metric, at each iteration. This indicates both that a shorter run of the algorithm produces a more optimal result than a similar length run of a chosen base algorithm, and also that a full run to complete convergence takes fewer iterations (and therefore less time) with the new algorithm.

This thesis studies intelligent lighting solutions in urban environment by using human oriented and co-design methods. Intelligent lighting solutions can, besides energy-savings and optimized lighting, improve the life of the residents and make the system more reasonable. In this thesis, the approach to intelligent lighting is the users and their experiences, which often are complex and multi-faceted, but essential to be consider if aiming for better quality of life. This aim could be achieved by supporting the sense of community, activating people to participate and move around in the city and encouraging self-expression. The systems of an intelligent city collect real-time data from their environment and users. An intelligent system can use this data and in this way to benefit the users. The methods used in this diploma thesis are the co-design method, scenario-writing method, conceptual design and implementation. The co-design method was used in the workshop organised in Kalasatama for its residents, to get the input from the potential users of the design in the future. For the workshop, we developed a co-design method, which aims to make lighting scenarios together with the participants, the users. The scenarios presented in this thesis were written based on the results of the workshop and my own ideas. They were grouped into four categories with varying points of view on the subject. City in View considers the solutions connected to the virtual and physical image of the city, the themes of public information and darkness in urban environments. City in Move focuses on the solutions connected with moving around and safety, by presenting intelligently adaptive street lighting systems and a system for emergency situations. City on Hold focuses on the usage of urban spaces and the personalised lighting. This category also presents the theme of activating people in urban spaces through the lighting. City in Mind describes the ways in which to collect and share the information in the city, and to implement them in smart services provided in city. The context of the conceptual plan is Kalasatama, a mixed-use area in Helsinki. The former harbour area is a developing area, which has profiled itself as a smart district and is actively developing new, intelligent solutions. Intelligent lighting is one more aspect on that development which completes the smart city movement. The Implementations are presented with a case study of Verkkosaari, an area in Kalasatama. The themes of the concept are implemented in the city and the realisations are presented. The diploma thesis was created as part of the SenCity project, which is funded by TEKES and participating cities
Diplomityöni tarkastelee älykkään valaistuksen käyttöä kaupunkiympäristössä hyödyntäen ihmisläheisiä ja osallistavia suunnittelumetodeita. Älykkäästi ohjatun valaistuksen avulla kautta voidaan saavuttaa energiansäästöjä optimoimalla valaistus eri olosuhteissa ja tilanteissa. Sen lisäksi älykkään valaistuksen avulla voidaan helpottaa asukkaiden elämää ja luoda miellyttäviä valaistuskokemuksia. Diplomityössäni tarkastelen älykästä valaistusta käyttäjien näkökulmasta ja heidän kokemuksistaan käsin, jotka usein ovat monimutkaisia ja monitahoisia, mutta välttämättömiä ottaa huomioon tavoitellessa parempaa elämänlaatua. Tavoite voidaan saavuttaa tukemalla yhteisöllisyyttä, aktivoimalla ihmisiä osallistumaan ja liikkumaan kaupungissa sekä tukemalla itseilmaisua kaupunkitilassa. Älykkään kaupungin järjestelmät keräävät ympäristöstään ja käyttäjistään ajantasaista tietoa, jota hyödynnetään käyttäjäkokemuksien parantamiseksi. Käyttämäni metodit ovat olleet osallistava suunnittelu, skenaariokirjoittaminen sekä valaistussuunnittelu. Osallistavia metodeita käytettiin Kalasataman asukkaille järjestetyssä työpajassa, jossa kerättiin paikallisten näkemyksiä ympäristöstään. Työpajaa varten kehitimme osallistavan suunnittelun metodin, jonka tarkoitus on luoda valaistusskenaarioita yhdessä osallistujien kanssa. Skenaariokirjoittamisella tarkoitetaan lyhyitä kuvailevia tekstejä, joissa esitellään mahdollinen valaistustilanne. Esitellyt skenaariot on kirjoitettu työpajan tulosten sekä oman alueanalyysini pohjalta. Nämä skenaariot on jaettu neljään ryhmään näkökulmansa mukaan. City in View, näkyvä kaupunki, tutkii sovelluksia, jotka liittyvät virtuaaliseen ja fyysiseen kaupunkikuvaan, julkisesti kaupunkitilassa jaetun tiedon jakamiseen sekä pimeyteen kaupunkiympäristössä. City in Move, kaupunki liikkeessä, keskittyy liikkumiseen ja turvallisuuteen, esitellen älykkäästi olosuhteisiin ja tilanteisiin mukautuvan katuvalaistusjärjestelmän sekä hätäjärjestelmän. City on Hold, kaupunki paikallaan, keskittyy kaupunkitilojen käyttöön sekä valaistuksen yksilöllistämiseen. Kategoriassa esitellään myös keinoja aktivoida ihmisiä kaupunkitiloissa valaistuksen kautta. City in Mind, kaupunki mielessä, kuvaa tapoja, joilla kerättyä tietoa voidaan jakaa, sekä keinoja tuoda tieto asukkaiden käyttöön älykkäiden palveluiden kautta. Konseptisuunnitelma sijoittuu Kalasatamaan Helsinkiin. Entinen satama-alue on kehittymässä asuin- ja työpaikka-alueeksi, joka profiloituu älykkääksi kaupunginosaksi kehittäen uusia, älykkäitä järjestelmiä. Älykäs valaistusjärjestelmä istuu näin luontevasti osaksi kaupunginosan elämää. Tarkemman suunnittelun alueena on Verkkosaari, Kalasataman osa-alue. Konseptisuunnitelman teemoja on esitetty konkreettisessa muodossa tällä alueella. Diplomityö on toteutettu osana SenCity-projektia, jonka on rahoittanut TEKES sekä projektiin osallistuvat kaupungit

The urban environment induces severe ecological conditions that impair tree growth. This situation is of major concern to municipal administrations that devote large budgets to arboricultural programmes. To adequately preserve arboreal heritage, three main issues must be resolved. First, biotic and abiotic inventory parameters that can express the complexity of street tree growth have to be assessed. Second, for an enhanced understanding of tree health and related environmental conditions, an analytical methodology should be defined to cluster street trees with similar growth patterns. Third, optimized tree-inventory procedures ought to be determined. To fulfill these objectives, multiple variables were measured on 1532 trees and associated sites in Montreal (Quebec, Canada). Seven species representing 75% of the total street tree population were sampled. To identify key inventory parameters, two approaches were used: multivariate statistics (principal coordinate and correspondence analyses) determined biotic variables, and contingency analysis investigated environmental variables. Results from the multivariate analysis revealed that qualitative biotic parameters are of low explanatory importance. Conversely, it was discovered that modeling with the synergistic combination of 11 specific quantitative biotic parameters gave an adequate portrayal of all tree physiological stages. Contingency analysis unveiled links between some environmental factors and tree growth. Overall, nine factors were identified as central inventory parameters for some or all species. To develop the classification methodology, a two-step procedure was chosen. First, intermediate linkage clustering and correspondence analysis were used to ascertain groups with dissimilar growth rates. Second, the clustering knowledge was used to train radial basis function networks to recognize tree growth patterns and predict cluster affiliation. Global cluster classification was estimated by computing t
Les conditions urbaines créent un milieu rude qui limite la croissance des arbres sur rue. Cette situation est préoccupante pour les administrations municipales qui investissent des sommes considérables dans leur programme arboricole. Afin de protéger adéquatement ce riche héritage, trois importantes actions doivent être entreprises. Premièrement, il y a lieu d'identifier des paramètres d'inventaire qui caractérisent au mieux le développement des arbres sur rue. Deuxièmement, afin d'appréhender la complexité des relations entre la croissance des arbres et les conditions environnementales, il est impérieux de définir une méthode analytique permettant le classement des arbres dans des groupes à croissance similaire. Enfin, de nouvelles pratiques d'inventaire efficaces doivent être établies. Afin d'atteindre ces objectifs, de nombreux paramètres ont été mesurés sur 1532 arbres et sites afférents (Montréal, Québec, Canada). Sept espèces arborescentes reflétant 75% de la composition du patrimoine montréalais planté sur rue ont été échantillonnées. Pour l'identification des paramètres d'inventaire, deux approches ont été retenues. La première consistait à utiliser les statistiques multidimensionnelles (analyses en coordonnées principales et des correspondances) pour estimer l'importance de variables biotiques. La deuxième approche, l'utilisation de l'analyse de contingence, visait à distinguer les paramètres abiotiques les plus significatifs. Les résultats de l'analyse multidimensionnelle ont révélé que les paramètres qualitatifs sont peu significatifs. À l'opposé, l'utilisation synchronique de 11 paramètres quantitatifs a permis de décrire adéquatement les différents stades physiologiques de l'arbre sur rue. L'analyse de contingence a démontré que certains facteurs environnementaux affectent la performance de certaines espèces ou de l'ensemble des espèces étudiées. Ainsi, neuf facteurs spécifiques sont à$

L’enjeu de la thèse est de repérer et caractériser la circulation, à travers l’utopie de la « ville intelligente », d’un discours favorable à une gestion des affaires publiques apparemment dépolitisée, mais aux multiples soubassements idéologiques : le « populisme technologique ». Cette recherche en sciences de l’information et de la communication explore les différentes significations attribuées à la « ville intelligente », envisagée comme une « formule dans le discours » (Krieg-Planque, 2009). Nous nous interrogerons sur le statut d’utopie pouvant être attribué à la « ville intelligente », à la croisée des utopies urbaines (Picon, 2000 ; Riot-Sarcey, 2002) d’une part, et des utopies technoscientifiques et communicationnelles d’autre part (Breton, 1997 ; Musso, 2003 ; Mattelart, 1999). A cette fin, nous nous appuierons sur l’analyse des discours ayant pour objet la « ville intelligente » en France, sur la période de 2010 à 2017, et plus particulièrement sur l’étude de trois cas de projets de « ville intelligente », dans les villes et métropoles de Nice, Lyon et Paris
The aim of the thesis is to identify and characterize the circulation, through the utopia of the "smart city", of a discourse favorable to an apparently depoliticized management of public affairs, but with multiple ideological bases: "technological populism" ". This research in information and communication sciences explores the different meanings attributed to the "smart city", considered as a "formula in the discourse" (Krieg-Planque, 2009). We will examine the utopian status that can be attributed to the "intelligent city", at the crossroads of urban utopias (Picon, 2000 ; Riot-Sarcey, 2002) on the one hand, and techno-scientific and communication utopias on the other part (Breton, 1997 ; Musso, 2003 ; Mattelart, 1999). To this end, we will rely on the analysis of the discourses on the smart city in France, from 2010 to 2017, and more particularly on the study of three cases of "smart city" projects, in the cities and metropolises of Nice, Lyon and Paris

Le parking intelligent, permettant aux conducteurs d'accéder aux informations de stationnement sur leurs appareils mobiles, réduit les difficultés des usagers. Tout d'abord, nous mettons en lumière la manière de recueillir les informations de parking en introduisant une architecture de réseaux de capteurs multi-saut, et les modèles d'intensité applicative en examinant la probabilité d'arrivées et de départs de véhicules. Puis nous étudions la stratégie de déploiement des réseaux de capteurs et définissons un problème multi-objectifs, puis nous le résolvons sur deux cartes de parking réelles. Ensuite, nous définissons un service Publish-Subscribe pour fournir aux conducteurs des informations pertinentes. Nous illustrons le système dans des réseaux véhiculaires et mobiles et soulignons l'importance du contenu et du contexte du message au conducteur. Afin d'évaluer la résilience du système, nous proposons un modèle Publish-Subscribe étendu et nous l'évaluons dans différentes circonstances imprévues. Notre travail est basé sur la prémisse que les capteurs de parking sont déployés à une grande échelle dans la ville. Nous considérons une vue d'ensemble des services urbains du point de vue de la municipalité. Ainsi, nous faisons la lumière sur deux thèmes principaux: la collecte d'informations sur le déploiement de capteurs et un modèle étendu de Publish-Subscribe. Notre travail donne un guide avant de démarrer un projet de parking intelligent ou tout service urbain similaire en temps réel. Il fournit également une plate-forme d'évaluation valable pour tester des jeux de données plus réalistes, comme des traces de véhicules ou de trafic réseau
Smart parking, allowing drivers to access parking information through their smart-phone, is proposed to ease drivers' pain. We first spotlight the manner to collect parking information by introducing the multi-hop sensor network architecture, and how the network is formed. We then introduce the traffic intensity models by looking at the vehicle's arrival and departure probabilities, following the heavy-tailed distribution. We study the deployment strategy of wireless on-street parking sensor layouts. We define a multiple-objective problem and solve it with two real street parking maps. In turn, we present a Publish-Subscribe service system to provide good parking information to drivers. We illustrate the system with a vehicular network and point out the importance of content and context of a driver’s message. To evaluate the resilience, we propose an extended Publish-Subscribe model, and evaluate it under different unforeseen circumstances. Our work is based on the premise that large-scale parking sensors are deployed in the city. We look at the whole picture of urban service from viewpoint of the municipality. As such, we shed light on two main topics: the information collection on sensor deployment and an extended version of Publish-Subscribe messaging paradigm. Our work gives a guideline from network-related perspectives for city before launching a smart parking or any similar real-time urban service. It also provides a meaningful evaluation platform for testing more realistic datasets, such as real vehicle traces or network traffic

Les transports terrestres occupent une place majeure dans notre société, notamment en ville où les ralentissements aux heures de pointe peuvent avoir un impact notable sur l'organisation des activités, l'économie ou encore l'écologie. Les infrastructures routières sont généralement coordonnées par un centre de contrôle, responsable du maintien des équipements, de leurs réglages initiaux et de la gestion des incidents (matériels ou humains). Les nouvelles technologies de l'information et de la communication ont permis, en l'espace de quelques années, de mettre en œuvre des systèmes de transport intelligents. À l'aide de multiples points de mesures répartis sur le territoire, un opérateur peut dénombrer les usagers et en déduire la charge du réseau. Toutefois, centraliser les informations présente de nombreuses limites. Cette thèse vise à étudier l'emploi de systèmes distribués afin de mettre en œuvre des systèmes de transport intelligents grâce à un réseau de capteurs sans fil. Couplés à une unité de détection (p. ex., un magnétomètre), les capteurs communicants peuvent réagir au passage d'un véhicule en étant déployés, par exemple, sur les voies. Ils sont également capables de coopérer et de s'affranchir d'une entité centrale, rendant tout ou partie d'une zone urbaine totalement indépendante. D'autre part, ces réseaux peuvent fonctionner de manière autonome et tolèrent mieux les pannes, car aucun élément n'est indispensable au fonctionnement global du système. Enfin, les éléments de ces réseaux sont petits, peu coûteux, et communiquent en sans fil, ce qui leur permet d'être déployés et redéployés rapidement et de manière dense
Road traffic has a significant effect on metropolitan activities, especially during peak hours when it impacts on areas such as the economy and the environment. Road infrastructure is typically coordinated from a control centre that is responsible for maintaining not only its equipment but also their initial settings and incident management (both material and human). During the past few years, new technologies in the fields of information and communication have led to the introduction of intelligent transportation systems. Using multiple measurement points distributed across a country, an operator can count road users and calculate the network load. However, the centralization of information has a number of drawbacks. The aim of this thesis is to study the use of distributed systems in order to implement intelligent transportation systems via a wireless sensor network. Coupled to a detection unit (e.g., a magnetometer), the interconnected sensors can respond to the passage of a vehicle when deployed, for example, along the road. They can also work together without recourse to a central entity - rendering all or part of an urban area totally independent. Furthermore, these networks can operate autonomously and are less susceptible to breadown, because the overall running of the system is not affected by the failure of individual components. Finally, components are small and cheap, and they operate wirelessly, which means they can be deployed and redeployed both rapidly and densely

Les systèmes de transport intelligents (STI) sont conçus pour améliorer les transports, réduire les accidents, le temps de transport et la consommation de carburant, tout en augmentant la sécurité, le confort et l'efficacité de conduite. L'objectif final de ITS est de développer ADAS pour faciliter les tâches de conduite, jusqu'au développement du véhicule entièrement automatisé. Les systèmes actuels ne sont pas assez robustes pour atteindre un niveau entièrement automatisé à court terme. Les environnements urbains posent un défi particulier, car le dynamisme de la scène oblige les algorithmes de navigation à réagir en temps réel aux éventuels changements, tout en respectant les règles de circulation et en évitant les collisions avec les autres usagers de la route. Sur cette base, cette thèse propose une approche de la planification locale en deux étapes pour apporter une solution au problème de la navigation en milieu urbain. Premièrement, les informations statiques des contraintes de la route et du véhicule sont considérées comme générant la courbe optimale pour chaque configuration de virage réalisable, où plusieurs bases de données sont générées en tenant compte de la position différente du véhicule aux points de début et de fin des courbes, permettant ainsi une analyse réaliste. planificateur de temps pour analyser les changements de concavité en utilisant toute la largeur de la voie. Ensuite, la configuration réelle de la route est envisagée dans le processus en temps réel, où la distance disponible et la netteté des virages à venir et consécutifs sont étudiées pour fournir un style de conduite à la manière humaine optimisant deux courbes simultanément, offrant ainsi un horizon de planification étendu. Par conséquent, le processus de planification en temps réel recherche le point de jonction optimal entre les courbes. Les critères d’optimalité minimisent à la fois les pics de courbure et les changements abrupts, en recherchant la génération de chemins continus et lisses. Quartic Béziers est l'algorithme d'interpolation utilisé en raison de ses propriétés, permettant de respecter les limites de la route et les restrictions cinématiques, tout en permettant une manipulation facile des courbes. Ce planificateur fonctionne à la fois pour les environnements statiques et dynamiques. Les fonctions d'évitement d'obstacles sont présentées en fonction de la génération d'une voie virtuelle qui modifie le chemin statique pour effectuer chacune des deux manoeuvres de changement de voie sous la forme de deux courbes, convertissant le problème en un chemin statique. Ainsi, une solution rapide peut être trouvée en bénéficiant du planificateur local statique. Il utilise une discrétisation en grille de la scène pour identifier l'espace libre nécessaire à la construction de la route virtuelle, où le critère de planification dynamique consiste à réduire la pente pour les changements de voie. Des essais de simulation et des tests expérimentaux ont été réalisés pour valider l'approche dans des environnements statiques et dynamiques, adaptant la trajectoire en fonction du scénario et du véhicule, montrant la modularité du système
Intelligent Transportation Systems (ITS) developments are conceived to improve transportation reducing accidents, transport time and fuel consumption, while increasing driving security, comfort and efficiency. The final goal of ITS is the development of ADAS for assisting in the driving tasks, up to the development of the fully automated vehicle. Despite last ADAS developments achieved a partial-automation level, current systems are not robust enough to achieve fully-automated level in short term. Urban environments pose a special challenge, since the dynamism of the scene forces the navigation algorithms to react in real-time to the eventual changes, respecting at the same time traffic regulation and avoiding collisions with other road users. On this basis, this PhD thesis proposes a two-staged local planning approach to provide a solution to the navigation problem on urban environments. First, static information of both road and vehicle constraints is considered to generate the optimal curve for each feasible turn configuration, where several databases are generated taking into account different position of the vehicle at the beginning and ending points of the curves, allowing the real-time planner to analyze concavity changes making use of the full lane width.Then, actual road layout is contemplated in the real-time process, where both the available distance and the sharpness of upcoming and consecutive turns are studied to provide a human-like driving style optimizing two curves concurrently, offering that way an extended planning horizon. Therefore, the real-time planning process searches the optimal junction point between curves. Optimality criteria minimizes both curvature peaks and abrupt changes on it, seeking the generation of continuous and smooth paths. Quartic Béziers are the interpolating-based curve algorithm used due to their properties, allowing compliance with road limits and kinematic restrictions, while allowing an easy manipulation of curves. This planner works both for static and dynamic environments. Obstacle avoidance features are presented based on the generation of a virtual lane which modifies the static path to perform each of the two lane change maneuvers as two curves, converting the problem into a static-path following. Thus, a fast solution can be found benefiting from the static local planner. It uses a grid discretization of the scene to identify the free space to build the virtual road, where the dynamic planning criteria is to reduce the slope for the lane changes. Both simulation and experimental test have been carried out to validate the approach, where vehicles performs path following on static and dynamic environments adapting the path in function of the scenario and the vehicle, testing both with low-speed cybercars and medium-speed electic platforms, showing the modularity of the system

Au travers de l’étude de la politique d’open data, cette thèse analyse ce que la mise en circulation des données fait au gouvernement urbain. En effectuant une sociologie des données attentive aux transformations conjointes des données et des acteurs qui leur sont associés, la thèse pointe le pluralisme des politiques des données urbaines entendues comme les modes de composition de collectifs autour des données. La thèse repose sur une enquête ethnographique réalisée au sein de la Métropole de Lyon au cours de laquelle la politique d’ouverture de données de l’institution a été analysée en train de se faire. Ce travail ethnographique a été complété par la réalisation de 70 entretiens, le dépouillement d’archives communautaires et une comparaison partielle avec des villes nord-américaines. En suivant la chaîne des données ouvertes, la thèse met en évidence une tension entre attachement et détachement. Attachées à de vastes réseaux sociotechniques dans lesquelles elles sont insérées, les données doivent être détachées de leur environnement initial pour être mise en circulation, avant d’être ré-attachées à de nouveaux utilisateurs. Pour cela, elles subissent une série d’épreuves, au résultat incertain, desquelles émergent de nouveaux agencements qui peuvent questionner les frontières, sectorielles, institutionnelles et territoriales du gouvernement urbain. Pour conserver la maîtrise de ses politiques publiques, l’enjeu pour une collectivité est dès lors de faire de la donnée un objet de gouvernement pour parvenir à réguler les flux de données sur son territoire
Analyzing open data policies, this thesis investigates the effect of the circulation of data on urban government. This political sociology of data, which analyses jointly the transformation of data and actors associated to them, highlights the pluralism of the politics of urban data. Based on an ethnographic investigation inside the Metropolis of Lyon, the thesis studies the open data policy in the making. In addition, 70 interviews, archive material and a partial comparison with North-American cities were used for the analyze. Following the chain of open data, the thesis emphasizes a tension between attachment and detachment. Attached to vast socio-technical networks, data must be detached from their initial environment to circulate, before being re-attached to new users. In order to do this, data undergo a series of trials. The uncertain outcome of these trials produce new agencements which question sectorial, institutional and territorial borders. That’s why, to maintain control on its public policies, the challenge for a local government is to manage to regulate the flows of data on its territory. Data thus become an issue that must be governed

Modélisation 3D réaliste des bâtiments et d'autres objets de planification urbaine est un domaine de recherche actif dans le domaine de la modélisation 3D de la ville, la documentation du patrimoine, tourisme virtuel, la planification urbaine, la conception architecturale et les jeux d'ordinateur. La création de ces modèles, très souvent, nécessite la fusion des données provenant de diverses sources telles que les images optiques et de numérisation de nuages ​​de points laser. Pour imiter de façon aussi réaliste que possible les mises en page, les activités et les fonctionnalités d'un environnement du monde réel, ces modèles doivent atteindre de haute qualité et la précision de photo-réaliste en termes de la texture de surface (par exemple pierre ou de brique des murs) et de la morphologie (par exemple, les fenêtres et les portes) des objets réels. Rendu à base d'images est une alternative pour répondre à ces exigences. Il utilise des photos, prises soit au niveau du sol ou de l'air, à ajouter de la texture au modèle 3D ajoutant ainsi photo-réalisme.Pour revêtement de texture pleine de grandes façades des modèles de blocs 3D, des images qui dépeignent la même façade doivent être correctement combinée et correctement aligné avec le côté du bloc. Les photos doivent être fusionnés de manière appropriée afin que le résultat ne présente pas de discontinuités, de brusques variations de l'éclairage ou des lacunes. Parce que ces images ont été prises, en général, dans différentes conditions de visualisation (angles de vision, des facteurs de zoom, etc.) ils sont sous différentes distorsions de perspective, mise à l'échelle, de luminosité, de contraste et de couleur nuances, ils doivent être corrigés ou ajustés. Ce processus nécessite l'extraction de caractéristiques clés de leur contenu visuel d'images.Le but du travail proposé est de développer des méthodes basées sur la vision par ordinateur et les techniques de reconnaissance des formes, afin d'aider ce processus. En particulier, nous proposons une méthode pour extraire les lignes implicites à partir d'images de mauvaise qualité des bâtiments, y compris les vues de nuit où seules quelques fenêtres éclairées sont visibles, afin de préciser des faisceaux de lignes parallèles 3D et leurs points de fuite correspondants. Puis, sur la base de ces informations, on peut parvenir à une meilleure fusion des images et un meilleur alignement des images aux façades de blocs
Realistic 3D modeling of buildings and other urban planning objects is an active research area in the field of 3D city modeling, heritage documentation, virtual touring, urban planning, architectural design and computer gaming. The creation of such models, very often, requires merging of data from diverse sources such as optical images and laser scan point clouds. To imitate as realistically as possible the layouts, activities and functionalities of a real-world environment, these models need to attain high photo-realistic quality and accuracy in terms of the surface texture (e.g. stone or brick walls) and morphology (e.g. windows and doors) of the actual objects. Image-based rendering is an alternative for meeting these requirements. It uses photos, taken either from ground level or from the air, to add texture to the 3D model thus adding photo-realism. For full texture covering of large facades of 3D block models, images picturing the same façade need to be properly combined and correctly aligned with the side of the block. The pictures need to be merged appropriately so that the result does not present discontinuities, abrupt variations in lighting or gaps. Because these images were taken, in general, under various viewing conditions (viewing angles, zoom factors etc) they are under different perspective distortions, scaling, brightness, contrast and color shadings, they need to be corrected or adjusted. This process requires the extraction of key features from their visual content of images. The aim of the proposed work is to develop methods based on computer vision and pattern recognition techniques in order to assist this process. In particular, we propose a method for extracting implicit lines from poor quality images of buildings, including night views where only some lit windows are visible, in order to specify bundles of 3D parallel lines and their corresponding vanishing points. Then, based on this information, one can achieve better merging of the images and better alignment of the images to the block façades. Another important application dealt in this thesis is that of 3D modeling. We propose an edge preserving interpolation, based on the mean shift algorithm, that operates jointly on the optical and the elevation data. It succeeds in increasing the resolution of the elevation data (LiDAR) while improving the quality (i.e. straightness) of their edges. At the same time, the color homogeneity of the corresponding imagery is also improved. The reduction of color artifacts in the optical data and the improvement in the spatial resolution of elevation data results in more accurate 3D building models. Finally, in the problem of building detection, the application of the proposed mean shift-based edge preserving smoothing for increasing the quality of aerial/color images improves the performance of binary building vs non-building pixel classification

La complexité des systèmes de transport rend difficile la maîtrise de leur conception dans la mesure où ils intègrent des composantes technologiques, mais aussi sociologiques et politiques. Il est alors opportun de proposer un système destiné à aider à la définition d’une politique de transport urbain. L’objectif principal de notre recherche est de proposer l’architecture logicielle d’un outil de simulation visant à aider un décideur, chargé de la régulation d’un système de transport urbain, pour son travail d’analyse et d’évaluation des impacts des stratégies de régulation. Notre système est basé sur un simulateur à base d’agents intégrant des informations géographiques et temporelles pour évaluer des scénarii de régulation. En termes d’architecture du système, nous avons adopté une approche «système de systèmes», principalement structurée par couches, afin de modéliser les principaux éléments du système. La validation de notre outil de simulation a pu être effectuée à partir d’une étude de cas de taille et de complexité significative puisque nous disposons des enquêtes de déplacement, de recensement, et des mesures de trafic. Nous avons réalisé un prototype pour les déplacements des usagers dans la ville de La Rochelle à partir des données statistiques de l’INSEE et de la BD TOPO 2 de l’IGN en utilisant la plate-forme de simulation GAMA
Transport systems are becoming more complex and must incorporate not only technological components, but also sociological and political ones. In particular, they should be easy to adapt in order to incorporate the goals set by decision makers, such as the integration of sustainable development settings. The main objective of our research is to propose software architecture of a simulation tool to help a decision maker, responsible for the regulation of an urban transportation system to analyze and evaluate the impacts of regulatory strategies. We propose a system to assist in the definition of an urban transportation policy. Our system is based on an agent-based simulation integrating spatial and temporal information to evaluate regulatory scenarios. In terms of system architecture, we adopted a “system of systems” approach, mainly structured in layers, in order to model the main elements of the system. The validation of our simulation tool could be done from a case study of significant size and complexity because we have travel surveys, census, and traffic measurements. We made a prototype for the movement of people in the city of La Rochelle from statistical data of INSEE and the BD TOPO 2 of IGN using the GAMA platform

In the urban water planning and management industry, end-use water consumption monitoring is a primary tool for water demand management and source substitution. Numerous residential end-use consumption studies have been carried out worldwide in the last two decades. With the rapid development of intelligent technology, the traditional time-consuming process for water flow data disaggregation has been replaced by a smart water metering system with advanced analysis. However, the existing water flow trace analysis system cannot accurately disaggregate all categories of residential water end-use events. In response to this issue, this research focused on developing new techniques, which can improve the autonomous categorisation accuracy of the residential water flow disaggregation process. A rigorous research method was adopted to achieve the above-mentioned research objectives and included the following two stages: (1) review and testing of pattern recognition techniques; and (2) software development. This study employed the extensive South-east Queensland (SEQ) Residential Water End Use Study dataset to undertake the development of the intelligent and autonomous water end-use recognition technique. Due to the array of objectives, methods, and results, this thesis has been structured around two refereed journal publications produced during the MPhil study. Two themes emerged from the research, namely: (1) development of hybrid intelligent model for mechanised water end-use analysis; and (2) optimising water end-use analysis process with Self-organising maps and K-Means clustering. The application of many sophisticated intelligent techniques has been attempted in order to tackle this complex problem. In the first stage, the original application of Dynamic Time Warping (DTW) algorithm was found to be ineffective due to settings of the threshold value. Through further investigation into the existing database, Artificial Bee Colony (ABC) and K-Medoids algorithm were selected. In this stage, this technique was applied to assist in finding toilet events in an artificially mixed data. 95.71% accuracy for correctly classified mechanical events was achieved when tested on 136 mixed events from different categories. The performance of the selected algorithms have been compared against previously reported approaches, with the technique and accuracy comparisons presented in a refereed journal paper. While the ABC and K-Medoids approach to clustering flow data into water end-use categories was suitable for mechanical end-use categories, it was less effective for other behaviourally influenced categories. Further exploration of various water flow data clustering techniques was required in order to discover a more suitable approach for the preliminary clustering of flow data into all of the water end-use categories. This prompted the undertaking of the research activities for the second journal paper described as follows. The study continued with the development of a hybrid technique in the second stage. Self-organising maps (SOM) and K-means algorithms were applied to the existing software Autoflow through pre-grouping of water end-use events in order to improve the accuracy. The verification on two datasets (i.e., (1) over 100,000 single events, and (2) 30 independent homes), resulted in an improvement in water end-use categorisation accuracy, when compared to the original technique employed in Autoflow, for each residential end-use category. Accuracy improvements were particularly noticeable for the mechanical water end-use event categories (i.e., washing machine, toilet, and evaporative cooler). The research outcomes have implications for researchers and the water industry. For researchers, the revised Autoflow v3.1 developed in this study is more accurate than previous versions reported in the literature. The novel hybrid pattern recognition approach and the associated algorithms employed in this latest Autoflow v3.1 version can be adapted for a range of pattern recognition problems. For the water industry, an accurate and autonomous water end-use analysis software tool has a range of implications, including, providing bottom-up data for demand forecasting and infrastructure planning, evidence-based water demand management, and end-use level customer feedback phone and web-based applications.
Thesis (Masters)
Master of Philosophy (MPhil)
School of Eng & Built Env
Science, Environment, Engineering and Technology
Full Text

Cette thèse saisit le développement de la démarche d'évaluation des politiques publiques, qui "revient" à l'action urbaine à la fin des années 1980, pour interroger l'expertise urbanistique contemporaine (instance de l'administration des villes dédiées à la production multiforme d'intelligence de l'espace urbain au service de l'action urbanistique). Sa ligne générale est de se poser la question de savoir comment on refléchit (à) la ville au sein des dispositifs dédiés à la démarche et si sa mise à l'agenda est l'occasion de la production d'une pensée sur la ville, dotée d'une meilleure épaisseur sociale qu'à l'habitude des expertises urbanistiques. Après avoir analysé comment l’évaluation vient à l'action urbaine et ce qu'elle poursuit ou inaugure, ce travail se nourrit de l'analyse d'un corpus de productions contemporaines et anciennes permettant d'apporter des éclairages sur la nature coproduite de la pensée évaluative, sur ses ressors et sur ses sources, complétée par l'analyse socio institutionnelle de son espace juridique. À la lumière de celles-ci, l'évaluation apparaît ponctuellement constitue un espace socio administratif de production de connaissances, si ce n'est plus intimes, du moins plus pertinentes du phénomène urbain ; mais elle se révèle également, pour partie, comme un espace de réassurance de l'action urbanistique, par manquement à l'ouverture démocratique que son projet contient et enfermement dans les mondes professionnels représentés et technicisés. Plutôt que de s'ouvrir, l'espace urbanistique risque, par le développement de l'évaluation, de se refermer sur lui-même, avec l'impression d'avoir pourtant mieux compris ce qui était en jeu
This thesis takes hold of the development of the public policies evaluation, coming back to the eighties urban policies in France, to question the contemporary urban engineering. Its guideline is to question how evaluation investigations perceive urban reality, and if evaluation development generates the opportunity to understand urban reality better than usual urban administrative engineering ? After the analysis of how the evaluation comes to the urban policies and what it figures or inaugurates, this work is fed on analysis of contemporary and old productions. It allows to approach the co produced characteristic of an evaluation thinking, and also its arise and its sources. This study is supplemented by a socio-institutional analysis of contemporary evaluation legal space. It also profiles that evaluation punctiliously constitutes a politico-administrative space which produces some interesting knowledge about urban phenomenon. But evaluation also appears like a reinsurance space of urban policies, because of a lack of widening of the democratic spectrum that its project contains and also a confinement in a professional represented and so technical world. The development of evaluation risks to make the urbanistic world to be withdraw onto itself, rather than to be opened, but with the feeling however to make better understanding of urban areas and communities realities

WHAT IS THE RELATIONSHIP BETWEEN EMOTIONAL INTELLIGENCE AND ADMINISTRATIVE ADVANCEMENT IN AN URBAN SCHOOL DIVISION? By Elizabeth Roberson, Ph.D. A Dissertation submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy at Virginia Commonwealth University. Virginia Commonwealth University, 2009 Director: Henry T. Clark, Ph.D. Associate Dean of the School of Education The purpose of this research was to study the relationship between emotional intelligence and administrative advancement in one urban school division; however, data acquired in the course of the study may have revealed areas that could be further developed in future studies to increase the efficacy of principals and, perhaps, to inform the selection and training process for prospective administrators. This phenomenon, then, might increase aspirants’ opportunities for advancement and augment the pool of potential leadership candidates as well. The open-minded administrator realizes that extremely well honed interpersonal skills are critical in order to inspire and emotionally move others to work towards a shared vision. Without a high degree of emotional intelligence, such a collaborative climate may not easily be created. Attuned to the feelings of others, leaders rich in EQ can help their peers to achieve at high levels and work comfortably in a cooperative way. The self-report version of the Emotional and Social Competence Inventory (ESCI) was administered electronically to principals and assistant principals in one urban school division. In turn, each principal or assistant principal was asked to provide an email address for four other individuals capable of assessing their interpersonal skills via the 360 degree version of the ESCI. Data were collected using the statistical package, SPSS, and analyzed using a variety of statistical analyses. Variables included level of emotional intelligence, age, gender, ethnicity, and level of school (elementary, middle or high), number of times an individual applied for an administrative position, the length of time it took to be appointed to such a position, and the number of administrative positions held. This was a non-experimental, quantitative comparative/descriptive study.

Cidades Inteligentes são sistemas urbanos que usam as Tecnologias da Informação e Comunicação (TICs) para tornar a infraestrutura e os serviços públicos de uma cidade mais interativos, acessíveis e eficientes aos seus habitantes. Com isso, surge a necessidade de proporcionar novos tipos de serviços que busquem auxiliar na organização da cidade, no bem-estar das pessoas e auxiliem a melhorar a governança da cidade. Nesse contexto, o Sensoriamento Urbano é um paradigma emergente, situado no escopo de Cidades Inteligentes, que combina a ubiquidade de smartphones e de diferentes tipos de sensores para coletar dados que retratam diferentes aspectos da cidade. Um aspecto importante nesse processo de sensoriamento é a transmissão dos dados coletados para serem processados por um sistema centralizado remoto. Isso demanda uma ampla e constante cobertura de infraestrutura de rede de comunicação, fato que nem sempre é possível. As Redes Oportunistas surgem como uma alternativa complementar e inovadora para situações como essa, onde as aplicações precisam transmitir dados porém a infraestrutura de rede é intermitente ou mesmo inexistente. Entretanto, com o uso de Redes Oportunistas, as aplicações além de herdarem os seus benefícios também herdam os desafios existentes na área relacionados à tomada de decisão de encaminhamento das mensagens. Dessa forma, a presente tese busca responder ao questionamento de como intensificar a disseminação de conteúdo e o encaminhamento de mensagens em aplicações de Sensoriamento Urbano que fazem uso de Redes Oportunistas como paradigma complementar de comunicação. Para isso é proposto o Situs, um componente de software baseado em Redes Oportunistas que utiliza Sensibilidade à Situação com vistas à proatividade nas tomadas de decisões de roteamento para com isso intensificar a entrega de mensagens. Ele emprega Lógica Fuzzy para a compreensão da situação e uma rede neural chamada Echo State Network (ESN) para efetuar a projeção de situações. Os resultados experimentais demonstraram que a sua performance supera algumas das principais iniciativas existentes na literatura. Por fim, pode-se concluir que ele é capaz de preencher as lacunas do estado da arte apresentadas durante o desenvolvimento da tese sendo capaz de proporcionar um comportamento proativo com o uso de Sensibilidade à Situação.
Smart cities are urban systems that uses Information and Communication Technologies (ICTs) to make infrastructure and public services in a more interactive, accessible and efficient city to its inhabitants. With this comes the need to provide new types of services that seeks to assist in the organization of the city, the well-being of people and assist to improve the governance of the city. In this context, urban sensing is an emerging paradigm, sited in the Smart Cities scope, combining the ubiquity of smartphones with the capability of measuring o sensors to collect data that depict different aspects of the city. This ecosystem consists of different types of mobile and fixed devices orchestrated by a computational architecture that encompass the full sensing process. An important aspect of this process is the transmission of data collected for processing by a remote central system. This requires a broad and constant coverage of communication network infrastructure, a fact that is not always possible. The Opportunistic Networks emerge as an innovative and complementary alternative for situations like this where the applications needs to transmit data but the network infrastructure is intermittent or unavailable. However, using Opportunistic Networks, applications as well as inherit its benefits also inherit the existing challenges in the area related to decision-making of messages forwarding. Thus, this thesis seeks to answer the question of how to improve the dissemination of content and message routing of urban sensing applications that makes use of Opportunistic networks as complementary communication paradigm. Therefore, it proposes Situs, a software component based on Opportunistic Networks that uses Situation Awareness towards a proactivity in making routing decisions. For such task, it applies fuzzy logic for situation comprehension and a king of neural network called Echo State Network (ESN) for situation projection. The results of the experiments showed that their performance outperforms some existent initiatives in literature. Finally, we argue it fullfills the gaps of state of art presented in this thesis and could provide a proactive behaviour with usage of situation awareness.

Un des fondements de l’Ingénierie Système réside dans la compréhension et la formulation des exigences de différentes parties prenantes pour mieux maîtriser et contrôler la complexité du système à concevoir. L’évaluation des performances du système nécessite par ailleurs la prise en compte des expertises interdisciplinaires qui peuvent être incertaines, voire incomplètes. La prise en compte des interdépendances entre plusieurs domaines d’activité dans la conception et le déploiement d’un système de mobilité urbaine durable est un bon exemple, qui reflète la problématique de l’élicitation des connaissances pluridisciplinaires, puis de leur utilisation dans la définition d’une architecture distribuée. Le renouveau de la mobilité urbaine a en effet fait émerger des alternatives aux déplacements habituels, faisant place à la mobilité douce, à l’usage raisonnée des véhicules personnels, à la multimodalité et à l’inter-mobilité. Dans ce contexte, la convergence tend à s’opérer vers des plateformes numériques offrant des services variés, à la demande, adaptés aux besoins immédiats des usagers. Ces services sont généralement développés par des acteurs du secteur privé qui détiennent à la fois l’expertise et la technologie pour les déployer. Il s’agit donc, pour les pouvoirs publics considérés comme organe de contrôle et de régulation de la mobilité, de définir quelles infrastructures et quels services offrir et selon quelles modalités. Le travail de recherche effectué dans cette thèse vise à proposer puis valider, une démarche générale pour accompagner les décideurs des villes dans la conception et la mise en place des solutions de mobilité du futur. Un cadre méthodologique prenant en compte l’aide au choix de politiques et de partenaires cibles a pour cela été proposé, basé sur une méthode d’analyse multicritère, dans un cadre de décision collective et sous incertitude. Un méta-modèle d’un système de mobilité durable a ensuite été élaboré, à partir des connaissances élicitées d’un ensemble de standards et référentiels, de même qu’une architecture distribuée du système. Afin d’étudier la faisabilité de l’implémentation de cette architecture, en considérant le point de vue de l’aide à la décision, une roadmap de mise en œuvre a enfin été proposée, basée sur un système de recommandations visant à optimiser la réalisation de projets de mobilité nouveaux

Sistemas que utilizam tecnologias computacionais no tratamento de problemas relativos ao trânsito são classificados como ITS ou Intelligent Transportation System [FAR 97]. Esses sistemas buscam, através de sincronismo e eficiência no controle de sinais de tráfego, gerenciar o fluxo de veículos na malha viária minimizando o problema de congestionamento urbano e, consequentemente, problemas decorrentes desse congestionamento como um maior consumo de combustível, maior tempo de espera para veículos específicos como ambulâncias, bombeiros, polícia e transporte coletivo, e maiores índices de poluição ambiental, sonora e atmosférica, entre outros [FED 99A]. Atuando na coleta dos dados a serem tratados e processados por um Sistema de Gerenciamento de Tráfego Urbano ou SGTU, estão os dispositivos de controle de tráfego, como semáforos e sensores para detectar e quantificar o volume de veículos e seus respectivos controladores. Computacionalmente, são fatores relevantes a interoperabilidade entre esses dispositivos de controle e padronizações adotadas, de forma que um SGTU possa evoluir através da agregação de novas facilidades e recursos ou ainda desabilitar ou modificar os já existentes. Dada as características da administração pública e dos procedimentos de aquisição, são adquiridos controladores de diferentes fabricantes e modelos, dificultando a integração entre os mesmos em função de suas tecnologias proprietárias e da falta de uma política e esforço governamental em busca de padronizações para o setor, principalmente no que diz respeito à interoperabilidade. Recentemente iniciou-se uma mobilização para se estabelecer padrões voltados à área de transporte nos Estados Unidos [EUL 95], Japão [JAP 99] e Europa [KAR 99], através da participação dos órgãos que administram o tráfego urbano, dos fabricantes de sistemas de hardware e software, da comunidade acadêmica, dos órgãos de padronizações locais e das variadas instâncias da esfera governamental. Este trabalho apresenta o CONTRAM, modelo de um middleware que, tratando os controladores de dispositivos de controle tráfego instalados ao longo da malha viária baseado nos paradigmas de sistemas distribuídos, possa ser utilizado como interface entre estes e as aplicações computacionais de gerenciamento de tráfego, permitindo a integração de diferentes especificações em um único sistema. O seu escopo é atender às transações de consulta e configuração de valores dos dados utilizados para controlar, monitorar e gerenciar o tráfego de veículos, liberando um SGTU de conhecer detalhes técnicos envolvidos na comunicação com os controladores. O modelo baseia-se em uma arquitetura multicamadas, 4-tier, permitindo o gerenciamento de recursos de forma centralizada ou distribuída, neste último trocando dados através da internet, e integra-se aos sistemas legados e OO através do método black-box e chamada de objetos respectivamente. Foi projetado tendo em mente a utilização de padrões abertos da indústria da Informática e de Transportes, a interoperabilidade entre diferentes elementos tecnológicos voltados ao controle de tráfego e a expansibilidade segura de um SGTU. Para alcançar seu objetivo, faz uso de tecnologias baseadas em metadados e agentes SNMP.
Systems that use computational technologies in the handling of the traffic problems are classified as ITS or Intelligent Transportation System. These systems search through synchronism and efficiency in traffic signs control, to manage the stream of vehicles in the road network, minimizing the problem of urban congestion and, consequently, decurrent problems of this congestion as a major fuel consumption, major waiting time for specific vehicles as ambulances, firemen, policy and collective carrier and greaters indices of ambient pollution, sonorous and atmospheric, amongst others. Acting in the data collection to be treat and processed for a Urban Traffic Control System or UTCS, they are the traffic control devices, as traffic lights and sensors to detect and quantify the volume of vehicles and, its respective controllers. Computational, important factors are the interoperability among these control devices and standardizations adopted, allowing UTCS customize through the new easinesses and features aggregation or still disable or modify already the existing ones. Given the features of the public management and the acquisition procedures, different controllers models of different manufacturers are acquired, making it difficult the integration in function of its proprietary technologies and the lack of one politics and governmental effort in considering standardizations for the sector, mainly about interoperability. Recently was initiated a mobilization of standards establishing to the Transportation area in the United States, Japan and Europe, through the participation of the agencies that manage the urban traffic, hardware and software solutions providers, academic community, local standardizations agencies and the varied instances of the governmental sphere. This work presents the CONTRAM, a middleware model that, treating the traffic controllers installed in road networks based in distributed systems paradigms, can be used as interface between the computational applications of traffic management and the controllers of control devices, allowing the integration of different specifications in an only system. Its target is to take care of to get and set transactions on data values used to control, monitor and manage the vehicles traffic, liberating a UTCS to know technician details in the communication with the controllers. The model is based on multilayers architecture, 4-tier, allowing the resources management in centered or distributed form, in last one changing data through the Internet and it is combined to the legacies systems and OO through the black-box and object call method respectively. It was projected having in mind the use of open standards of the Transportation and Computer science industries , interoperability between different traffic control technological elements and the UTCS expansibility safe. To reach its objective, it makes use of metadata and SNMP agents technologies.

This study was designed to examine the implicit theories of intelligence of adult learners with learning disabilities (LD). It explored how the adult learners thought about intelligence and how they experienced intelligence in their lives both in and out of school.

Data for the study were collected by interviewing 15 adult learners with learning disabilities. Each adult learner participated in a series of three interviews, each with its own purpose: a focused life history, an examination of recent experiences related to intelligence in school and out of school, and sense-making of experiences with intelligence and related to having learning disability. The Theories of Intelligence Scale – Self Form for Adults (Dweck, 2009) was also administered during the final interview.

The study found that the adult learners with learning disabilities had multifaceted and contextualized understandings of intelligence. Self-esteem was a particularly powerful factor when it came to the adult learners’ understanding and experience of their own intelligence. While most of the learners demonstrated a fixed mindset, there were indications that their mindsets were transforming, especially as their confidence as learners grew. The adult learners’ implicit theories of intelligence seemed to have been largely shaped by outside messages. The often negative messages they received early in life and the largely positive messages they received in their adult education center were described as being particularly impactful. Finally, having a learning disability appeared to complicate the adult learners’ experiences of their own intelligence. They often feared and experienced the negative stereotypes held by themselves and others about individuals with learning disabilities. On the contrary, many experienced a greater sense of their own intelligence after receiving a diagnosis and understanding what it meant to have a learning disability.

Submitted by (ana.araujo@ufrpe.br) on 2016-08-03T14:07:18Z No. of bitstreams: 1 Luiz Jose Rodrigues dos Santos.pdf: 1081987 bytes, checksum: 435fc2cb438881b9c3905e16b4b41ed0 (MD5)
Made available in DSpace on 2016-08-03T14:07:42Z (GMT). No. of bitstreams: 1 Luiz Jose Rodrigues dos Santos.pdf: 1081987 bytes, checksum: 435fc2cb438881b9c3905e16b4b41ed0 (MD5) Previous issue date: 2008-02-28
Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES
Urban traffic represents a phenomenon of great socioeconomic importance,whose modeling from the point of view of prevision on the basis of initial conditions, still represents a challenge for modern science. Computational methods (computer simulations) represent a powerful tool for modeling and prediction of a number of effects, where systems of coupled differential equations may be used to simulate different phenomena observed in traffic systems. In particular, a quantity of high importance for maintenance and planning of road systems is the vehicular capacity which can be supported without traffic jams, whose description and prevision is still not well understood. In this work, a generalization of an existing microscopic traffic model, the Intelligent Driver Model (IDM), is proposed by implementing a distribution of desired velocities, where it is shown that vehicle capacity of multiple lane roads can be measured in a rather realistic manner, as a function of model parameters,which may be adjusted to real observations.
O tráfego urbano representa um fenômeno de grande importância sócio econômica, cuja modelagem de ponto de vista de previsão a partir de condições iniciais, ainda representa um desafio para a ciência moderna. Métodos computacionais (simulação computacional) representam uma ferramenta poderosa para modelagem e previsão de diversos efeitos, nos quais sistemas de equações diferenciais acopladas podem simular diversos fenômenos observados no sistema de tráfego. Em particular, uma grandeza de alto impacto para o gerenciamento e planejamento de rodovias é a capacidade veicular que elas podem suportar sem que aconteça o efeito de congestionamento, cuja descrição e previsão ainda não estão bem entendida. Neste trabalho, propõe-se uma generalização de um modelo microscópico computacional existente, o Intelligent Driver Model (IDM), aplicando uma distribuição de velocidades desejadas, onde torna-se possível medir de forma bastante realista a capacidade veicular de rodovias com múltiplas faixas, em função de parâmetros de modelo, que podem ser ajustados às observações reais.

The research reported in this thesis provides a comprehensive safety evaluation of Intelligent Speed Adaptation (ISA) using a range of experimental methodologies. An ISA system can have varying system characteristics but, in general, limits a vehicle to a particular speed (or provides advice about the appropriate speed). This evaluation offers an important contribution to the understanding of a range of issues pertinent to the implementation of such a technology. This thesis reports a series of studies designed to evaluate the effect of ISA on driver behaviour and safety. Each of the studies addressed a separate issue and thus a number of research methodologies were used. The studies evaluated the effectiveness of ISA in comparison to other speed-reducing methods and investigated how drivers interacted with ISA across a variety of road types. In addition, a number of variants of ISA were developed and their comparative effectiveness was studied in a laboratory setting and in the real world. In summary, the simulator studies reported decreases in mean and maximum speeds for areas of interest such as curves and village entry points. The field studies on the other hand only found decreases in maximum speeds, probably due to the small sample and high variability in traffic conditions. However these decreases in speed were located in road environments where excessive speed is a problem; thus safety benefits would undoubtedly accrue with ISA. With regards to system design, drivers were more accepting of an ISA system that allowed an override particularly self-reported speeders. Increases in frustration and the perceived loss of time while driving with a mandatory ISA were also reported and may explain the negative shift in gap acceptance behaviour and car following observed in the simulator.

The projects are made by organizations to achieve their strategic objectives. By having multidisciplinary implementation requires the involvement of many areas of the same company making it essential to their managers a good information management and the historical record in order to generate a solid database for strategic decisions and thus ensuring the reach your goals. To ensure the effectiveness of the information management process it must be stored in computer systems based on business intelligence thus allowing the application of analysis and artificial intelligence tools enabling simulations in the medium and long term. This study aims to: assess the degree of importance attributed to knowledge management in the context of projects among project management professionals; check the level of knowledge and use of computerized tools for project managers to enable them to carry out the management of information related thereto; map the process of knowledge management within the project management; and identify the existence of strategic benefits mentioned by managers of projects related to the applications of knowledge management techniques and BI tools. To do this we used an exploratory research with questionnaire technique developed in Likert scale model and selected sample accessibility among a population of professionals working in project management area. Data analysis was carried out in a quantitative manner by the individual variables analysis technique and its correlation with the Pearson method. It was concluded that the greater the importance given to the management of knowledge and its use in routine activities, the greater the search for tools based on BI, and business intelligence are important technical tools for stimulating success in management activities projects, making it necessary to create standardized processes of technological knowledge management to complement the good practices in project management advocated by institutes studying the segment.
Os projetos são comumente realizados por organizações para atingir seus objetivos estratégicos. Em razão da sua natureza multidisciplinar, a execução dos projetos requer o envolvimento de diversas áreas de uma mesma empresa, tornando indispensável aos seus gerentes uma boa gestão de informações, bem como o seu registro histórico a fim de gerar uma sólida base de dados para tomadas de decisão estratégicas com objetivo de garantir o sucesso do empreendimento. Para garantir a eficácia do processo de gestão, as informações devem ser armazenadas em sistemas informatizados com base em business intelligence, permitindo, dessa forma, a aplicação de ferramentas de análise e inteligência artificial que possibilitam simulações em médio e longo prazo. Este estudo tem como objetivos aferir o grau de importância atribuído à gestão do conhecimento no contexto de projetos entre profissionais de gerência de projetos; verificar o nível de conhecimento e utilização de ferramentas informatizadas por gestores de projetos para que possam realizar a gestão das informações relativas aos projetos; mapear, com base na literatura e nos resultados advindos da pesquisa exploratória, o processo de gestão do conhecimento no âmbito do gerenciamento de projetos; e identificar a existência de benefícios estratégicos, apontados por gestores de projetos, referentes às aplicações de técnicas de gestão de conhecimento e ferramentas de BI. Para alcançá-los utilizou-se a pesquisa exploratória com coleta de dados a partir de questionário elaborado no modelo de escala Likert, e amostra selecionada por acessibilidade dentre uma população de profissionais atuantes na área de gerenciamento de projetos. O tratamento dos dados foi realizado de forma quantitativa pela técnica de análise das variáveis individuais e de sua correlação com o método de Pearson. Conclui-se que quanto maior a importância dada à gestão de conhecimentos e sua utilização nas atividades rotineiras, maior a busca por ferramentas com base em BI, e que as técnicas de business intelligence são importantes instrumentos para o estímulo ao sucesso nas atividades de gestão de projetos. Essa técnica torna necessária a criação de processos padronizados de gestão tecnológica do conhecimento, para complementar as boas práticas em gerência de projetos defendidas por institutos que estudam o segmento.

Value has received an increasing focus in business, meanwhile, under the background of industry 4.0, where the intelligent technologies are significantly reshaping the development of business model and accelerating the innovation. Understanding the correlations between value, business model, and intelligent technology can guide practitioners to create new competitiveness. There’re numerous articles concerning business and technology in recent years. However, few studies touch upon the value’s utilization and impact. The primary purpose of this paper is to explore the value concept adoption in business model under the effect of intelligent technology. A systematic literature study is developed in five steps: 1) reviewed abstracts of 392 publications; 2) extracted keywords and mapped terms; 3) analyzed mapping clusters in twofold groups: business and technology; 4) recorded major theories of each paper, analyzed in the corresponding category; 5) corpus analysis in value aspect for a deeper gap study. Furthermore, to illustrate the benefits of the findings, the urban green field is selected for the theoretical application. Urban green is studied by a similar literature study process to prepare for the application. The chosen urban green service - HUGSI is comprehensively analyzed. The primary result demonstrates the gap in value compared to business and technology, the barrier of systematically and equally handling value. The paper explores the status of existing studies related to the three areas, maps the inner correlations and points out the lack of focus on value. The result serves as a base for further literature study, contributing to a shift from business or technology-focused to value-focused in both theory and practice.
Värde har fått ett ökat fokus inom business, medan under bakgrunden av industry 4.0, där intelligent teknologi tydligt omskapar utvecklandet av affärsmodellen och påskyndar innovation. Att förstå sambanden mellan värde, affärsmodellen och intelligent teknologi kan vägleda verksamma att skapa nya konkurrensfördelar. Flera artiklar gällande business och intelligent teknologi har uppkommit på senare år. Dock, har endast ett fåtal studier diskuterat värdets användning och påverkan. Det huvudsakliga målet med denna uppsats är att utforska värdekonceptsadapteringen i affärsmodellen under effekten av intelligent teknologi. En systematisk litteraturstudie är utvecklad i fem steg: 1) recenserade abstrakt av 392 publikationer 2) extraherade nyckelord och ”mapped” terminologi 3) Analyserade mapping kluster i tvådelade grupper: business och teknologi 4) noterade stora teorier för varje papper, analyserade i korresponderande kategori 5) ’corpus analysis’ i värdeaspekten för en djupare förståelse. Ytterligare, för att illustrera fördelarna med resultatet, är ’Urban green field’ valt för den teoretiska appliceringen. Urban green är studerat av en liknande litterär studieprocess för att förbereda för appliceringen. Den valda Urban green service - HUGSI är övergripande analyserad. Dess primära resultat demonstrerar glappet i värde jämfört med business och teknologi, barriären av att systematiskt och likvärdigt hantera värde. Uppsatsen utforskar statusen av existerande studier relaterade till dem tre områdena, kartlägger de inre sambanden och utpekar bristen av fokus på värde. Resultatet representerar en bas för framtida litterära studier, bidragande till ett skift från business eller teknologi-fokuserat till värdefokuserat i både teori och praktik.

Cette thèse propose des stratégies de gestion de l'énergie conçues pour un bus urbain électrique hybride. Le système de commande hybride devrait créer une stratégie efficace de coordination du flux d’énergie entre le moteur thermique, la batterie, les moteurs électriques et hydrauliques. Tout d'abord, une approche basée sur la programmation dynamique déterministe (DDP) a été proposée : algorithme d'optimisation simultanée de la vitesse et de la puissance pour un trajet donné (limité par la distance parcourue et le temps de parcours). Cet algorithme s’avère être gourmand en temps de calcul, il n’a pas été donc possible de l’utiliser en temps réel. Pour remédier à cet inconvénient, une base de données de profils optimaux basée sur DP (OPD-DP) a été construite pour une application en temps réel. Ensuite, une technique de programmation dynamique stochastique (SDP) a été utilisée pour générer simultanément et d’une manière optimale un profil approprié de la vitesse du Bus ainsi que sa stratégie de partage de puissance correspondante. Cette approche prend en compte à la fois la nature stochastique du comportement de conduite et les conditions de circulations urbaines (soumises à de multiples aléas). Le problème d’optimisation énergétique formulé, en tant que problème intrinsèquement multi-objectif, a été transformé en plusieurs problèmes à objectif unique avec contraintes utilisant une méthode ε-constraint afin de déterminer un ensemble de solutions optimales (le front de Pareto).En milieu urbain, en raison des conditions de circulation, des feux de circulation, un bus rencontre fréquemment des situations Stop&Go. Cela se traduit par une consommation d'énergie accrue lors notamment des démarrages. En ce sens, une stratégie de régulation de vitesse adaptative adaptée avec Stop&Go (eACCwSG) apporte un avantage indéniable. L'algorithme lisse le profil de vitesse pendant les phases d'accélération et de freinage du Bus. Une autre caractéristique importante de cet algorithme est l’aspect sécurité, étant donné que l’ACCwSG permet de maintenir une distance de sécurité afin d’éviter les collisions et d’appliquer un freinage en douceur. Comme il a été mentionné précédemment, un freinage en douceur assure le confort des passagers
This PhD thesis proposes Energy Management Strategies conceived for a hybrid electrical urban bus. The hybrid control system should create an efficient strategy of coordinating the flow of energy between the heat engine, battery, electrical and hydraulic motors. Firstly, a Deterministic Dynamic Programming (DDP) based approach has been proposed: simultaneous speed and powersplit optimization algorithm for a given trip (constrained by the traveled distance and time limit). This algorithm turned out to be highly time consuming so it cannot be used in real-time. To overcome this drawback, an Optimal Profiles Database based on DP (OPD-DP) has been constructed for real-time application. Afterwards, a Stochastic Dynamic Programming (SDP) technique is used to simultaneously generate an optimal speed profile and related powersplit strategy. This approach takes into account a stochastic nature of the driving behavior and urban conditions. The formulated energy optimization problem, being intrinsically multi-objective problem, has been transformed into several single-objective ones with constraints using an ε-constraint method to determine a set of optimal solutions (the Pareto Front).In urban environment, due to traffic conditions, traffic lights, a bus encounters frequent Stop&Go situations. This results in increased energy consumption during the starts. In this sense, a relevant Eco Adaptive Cruise Control with Stop&Go (eACCwSG) strategy brings the undeniable benefit. The algorithm smooths speed profile during acceleration and braking phases. One more important feature of this algorithm is the safety aspect, as eACCwSG permits to maintain a safety distance in order to avoid collision and apply a smooth braking. As it was mentioned before, smooth braking ensures passengers comfort

Depuis plusieurs décennies, la congestion urbaine est de plus en plus répandue et dégrade la qualité de vie des habitants des villes. Plusieurs méthodes sont utilisées pour diminuer la congestion urbaine, notamment la régulation du trafic et la valorisation des transports en commun. Depuis les années 1990 l'utilisation d‘outils issus de l'intelligence artificielle, et en particulier des méthodes distribuées et les systèmes multi-agents, a permis de concevoir de nouvelles méthodes de régulation du trafic. Parallèlement, l'amélioration des capacités de communication des véhicules et des conducteurs et l'arrivée de voitures autonomes permettent d'envisager de nouvelles approches en matière de régulation. Le travail de recherche proposé dans le cadre de cette thèse est structuré en deux volets. Nous proposons d'abord une méthode de régulation du trafic à une intersection s'appuyant sur la négociation automatique. Notre méthode se fonde sur un système d'argumentation décrivant l'état du trafic et les préférences de chacun, appuyé par des méthodes de raisonnement pour les véhicules et les infrastructures. Dans le deuxième volet de cette thèse, nous proposons une méthode de coordination des bus avec le reste du trafic. Celle-ci permet à un bus de se coordonner de manière anticipative avec les prochaines intersections qu'il prévoit de traverser, afin de mettre en place une politique commune de régulation qui permet au bus d'atteindre son prochain arrêt en subissant le minimum de congestions potentielles
Since several decades, urban congestion is more and more widespread and deteriorate the quality of life of citizens who live in cities. Several methods are used to reduce urban congestion, notably traffic regulation and promotion of public transportation. Since the 1990's, the usage of tools from artificial intelligence, particularly distributed systems and multi-agent systems, allowed to design new methods for traffic regulation. Indeed, these methods ease to take into account the complexity of traffic-related problems with distribution. Moreover, the improvement of the communication abilities of the vehicles and the coming of autonomous vehicles allow to consider new approaches for regulation.The research work presented in this work is twofold. First we propose a method for traffic regulation at an intersection based on automatic negotiation. Our method is based on an argumentation system describing the state of the traffic and the preferences of each vehicle, relying on reasonning methods for vehicles and infrastructures. In the second part of this thesis, we propose a coordination method for buses for the rest of the traffic. This method allows a bus to coordinate in an anticipatory way with the next intersections on its trajectory, in order to define a common regulation policy allowing the bus to reach its next stop without suffering from potential congestions

De façon à réduire l'impact du réchauffement climatique, la Commission Européenne a décidé dans le prolongement du protocole de Kyoto de réduire drastiquement les émissions de gaz à effet de serre. En la matière, le remplacement progressif des véhicules thermiques par des véhicules électriques est considéré comme un objectif clé. Dans ce but, plusieurs prérequis doivent être pris en compte pour le déploiement rapide des véhicules électriques sur le marché européen. Le premier de ces prérequis consiste en la conception d'une nouvelle génération de batteries avec une efficacité énergétique accrue, une plus grande capacité et une robustesse améliorée. Le second prérequis est la conception et le déploiement rapide et économique d'infrastructures de recharge. Enfin, l'émergence de normes européennes dans tous ces domaines est une impérieuse nécessité pour la viabilité économique du marché européen des véhicules électriques. Cette thèse se focalise essentiellement sur le second de ces trois prérequis. Il est largement admis qu'à court terme, l'usage des véhicules électriques sera essentiellement limité aux zones urbaines avant d'être étendu à tout le territoire. Tel que cela est pris en compte par le projet de recherche national TELEWATT dans lequel nous avons été impliqués, les réseaux d'éclairage publics en zones urbaines peuvent être utilisés judicieusement pour déployer à court terme des infrastructures de recharge bon marché. Le principe de base de ce projet consiste à connecter à chaque candélabre une ou deux stations de recharge pour véhicule électrique si une ou deux places de parking sont disponibles dans l'environnement proche. Diverses contraintes électriques spécifiées dans le projet TELEWATT doivent être satisfaites pour permettre la recharge de véhicules électriques sans perturber la qualité de l’éclairage. Dans cette thèse, nous commençons par démontrer la faisabilité d’une telle opération. Pour cela, nous avons développé un simulateur permettant de décrire le comportement dynamique du système global. La force et l’originalité de ce simulateur réside dans sa capacité à déterminer en temps-réel et avec laprécision nécessaire si un véhicule électrique peut effectivement être connecté à une borne. La réponse à cette question dépend des caractéristiques statiques et dynamiques du réseau d’éclairage et de l’état de charge des véhicules déjà connectés comme des véhicules candidats. La dynamique du processus de recharge de chaque véhicule électrique dépend fortement de la puissance instantanée consommée par l’infrastructure globale. Le second objectif original de cette thèse consiste en la conception de politiques d’ordonnancement d’activation des diverses bornes de recharge. Notre objectif est de proposer, via ces politiquesd’ordonnancement, divers types de qualité de service (QoS) garanties aux usagers. De telles garanties peuvent par exemple se décliner en termes d’état de charge attendu pour une certaine durée de stationnement
In order to reduce the impact of global warming, the European Commission has decided in the continuation of the Kyoto protocol to reduce drastically greenhouse gas emissions. In this matter, the progressive replacement of thermal vehicles by electric ones is considered as a key objective. For that purpose, several prerequisites must be considered for the rapid deployment of Electrical Vehicles (EV) in the European market. The first of these prerequisites consists in the design of a new generation of batteries with higher energy efficiency, larger capacity and improved robustness. The second one is the design and rapid deployment of cost effective charging infrastructures. At last, the emergence of European standards in all these matters is an imperious necessity for the viability of the EVs European market. This thesis is mainly focused on the second of these three prerequisites. It is widely admitted that in the short term, EVs usage will be essentially limited to urban areas before being extended to the whole territory. As it is considered by the French National TELEWATT research project to which we have contributed, street lighting networks can be used judiciously to deploy in the short term low cost charging infrastructures. The basic principle of this project consists in coupling to each street light one or two EV's charging stations if one or two parking spots are located nearby. Various electrical constraints specified in the TELEWATT project must be satisfied to enable EVs' charging without degrading the quality of the lighting system. In this thesis, we begin to demonstrate the feasibility of such an operation. For that purpose, we have developed a simulator enablingto depict the dynamic behavior of the global system. The strength and originality of this simulator resides in its capacity to determine in real-time and with the necessary precision if an EV can effectively be connected to a charging station. The response to this question depends on static and dynamic characteristics of the street lighting network and on the state of charge of the batteries of both the connected and candidate EVs. The dynamism of the charging process of each EV strongly depends on the instantaneous power consumed by the global infrastructure. The second original result of this thesis consists in the design of scheduling policies to activate the various charging stations. Our objective is to propose via these scheduling policies, various types of guaranteed Quality of Service (QoS) to the end-users. Such guarantees can be declined for instance in terms of expected state of charge for a given parking term

Le travail vise à développer la prise en compte et les méthodes de suivi de la biodiversité en ville dans des projets de smart city en prenant ici comme démonstrateur e Campus Scientifique de l'Université de Lille, Nord de la France.Cette thèse comprend quatre parties.La première partie comprend un état de l'art concernant le rôle de la biodiversité et l'impact de l'urbanisation sur celle-ci ainsi que le développement du concept Smart City et son application dans le domaine de l'écologie.La deuxième partie crée un cadre pour le suivi de la biodiversité urbaine qui comprend la sélection d'indicateurs de surveillance, la collecte de données, l'analyse de données et l'évaluation de l'état de la biodiversité urbaine.La troisième partie présente l'application de la méthodologie présentée dans la deuxième partie au campus scientifique de l'Université de Lille. Cette partie présente successivement le campus scientifique, les indicateurs utilisés dans ce travail, la collecte et l'analyse des données et enfin le principal résultat de ce travail ainsi que les recommandations pour la préservation de la biodiversité sur le campus scientifique.La dernière partie traite des données ouvertes: l'application des données ouvertes, leur accessibilité et leur utilisation dans le domaine de la biodiversité
This work aims to develop and implement some monitoring systems in the Scientific Campus of Lille University, North of France in order to observe and evaluate its biodiversity state. This thesis includes four parts. The first part includes a literature review concerning the role of biodiversity and the impact of urbanization on it as well as the development of Smart City concept and its application in the field of ecology.The second part creates a framework for urban biodiversity monitoring includes selecting indicators to surveillance, data collection, data analyst, and evaluating the urban biodiversity status. The third part presents the application of the methodology presented in part 2 to the scientific campus of Lille University. This part presents successively the scientific campus, the indicators used in this work, data collection and analysis and finally the main outcome of this work and recommendations for the preservation of the biodiversity at the scientific campus.The last part deals with open data, the application of open data for biodiversity research. It also presents how to access and how we can use it in the biodiversity domain

Plus de la moitié de la population mondiale vit de nos jours dans les villes. Cette proportion s'élève à 77.5% en France. La densité importante de la population urbaine provoque plusieurs problèmes environnementaux tels que les bruits, les canicules urbaines, les pollutions chimiques ou la pollution magnétique. Dans une ville, les habitants pourraient obtenir des informations sur ces phénomènes grâce aux infrastructures informatiques et au partage de l'information entre services techniques et citoyens. Si l'un des objectifs des villes intelligentes est d'améliorer la gestion des ressources - comme l'eau et l'électricité - un autre est de pouvoir contrôler jour après jour ce qui se passe dans la ville au niveau du climat et des pollutions en collectant des informations locales et en les affichant sur un portail public. Mais ces informations, généralement transmises sous forme de graphiques ou de cartes, ne sont pas faciles à interpréter. L’objectif de cette thèse est de proposer des solutions pour améliorer la représentation cartographique de phénomènes urbains dans leur contexte géographique afin que celle-ci soit facile à comprendre aussi bien pour les services techniques, que pour le grand public non spécialistes de ces phénomènes.Afin de faciliter la perception d’une carte de phénomène, nous proposons une représentation à différents niveaux de détail, une variété de choix de l’espace cartographique ; des symboles simples et adaptifs au phénomène et une identification automatique de zones particulières. Pour les niveaux de détail, nous adaptons la densité graphique aux différents niveaux de détail (optimisation préparatoire dans la base de données) et à l’échelle courante de visualisation (optimisation dynamique et interactive avec l’utilisateur). Pour le choix de l’espace cartographique, un phénomène peut être représenté sur l’ensemble de bâtiments, sur les rues ou sur une structure de géométrie quelconque saisie par l’utilisateur. Enfin pour l’identification automatique de zones particulières, nous identifions les valeurs extrêmes, dépassant le seuil de dangerosité ou les zones de forte dispersion de valeur importante, pour permettre à l’utilisateur de les localiser rapidement. Nous avons proposé aussi d’ajouter le concept de l’observateur et d’adapter la visualisation selon la position de l’observateur afin de diminuer la superposition entre les présentations 3D de différents niveaux de hauteur d’un phénomène, lorsqu’il varie en fonction de l’altitude (et qu’on dispose de ces données)
More than half of the world's population now lives in cities. This proportion is 77.5% in France. The high density of the urban population causes several environmental problems such as noise, urban heat waves, chemical pollution or magnetic pollution. In a city, the inhabitants could get all the information by the computer infrastructures and the information sharing between the citizens themselves. If one of the objectives of smart cities is to improve the management of resources - such as water and electricity - another is to be able to control day by day what is happening in the city in terms of climate and pollution by collecting local information and mapping it in the public portal of cartography. Although the link between civic services, the interactions between people and government institutions is very important, the concerned information, usually represented by graphics or maps, is not easy to for all people to understand and to interpret. Thus the objective of this thesis is to propose solutions to improve the representation of urban phenomena with their geographical context and at different levels of detail so that it becomes easy to understand for the general public.In order to facilitate the perception of a phenomenon map, we propose a representation at different levels of detail, from the most general to the most detailed and to adapt the graphic density to the level of detail (preparatory optimization in the database) and to the current visualization scale (dynamic and interactive optimization with the user); a various choices of the cartographic space, for example a phenomenon may be represented on the set of buildings or streets, or on any structure of geometry chosen by the user; simple and adaptive symbols to the phenomenon; and an automatic identification of particular zones: with extreme values, exceeding the threshold of dangerousness or with a large dispersion, this allows the user to quickly locate areas of interest throughout the visualization. We also proposed to add the concept of observer and adapt the visualization according to the position of the observer in order to reduce the superposition between the 3D presentations of different levels of height of a phenomenon, when it varies according to of the altitude (and that these data are available)

In the last 50 years, flooding has figured as the most frequent and widespread natural disaster globally. Extreme precipitation events stemming from climate change could alter the hydro-geological regime resulting in increased flood risk. Near real-time precipitation monitoring at local scale is essential for flood risk mitigation in urban and suburban areas, due to their high vulnerability. Presently, most of the rainfall data is obtained from ground‐based measurements or remote sensing that provide limited information in terms of temporal or spatial resolution. Other problems may be due to the high costs. Furthermore, rain gauges are unevenly spread and usually placed away from urban centers. In this context, a big potential is represented by the use of innovative techniques to develop low-cost monitoring systems. Despite the diversity of purposes, methods and epistemological fields, the literature on the visual effects of the rain supports the idea of camera-based rain sensors but tends to be device-specific. The present thesis aims to investigate the use of easily available photographing devices as rain detectors-gauges to develop a dense network of low-cost rainfall sensors to support the traditional methods with an expeditious solution embeddable into smart devices. As opposed to existing works, the study focuses on maximizing the number of image sources (like smartphones, general-purpose surveillance cameras, dashboard cameras, webcams, digital cameras, etc.). This encompasses cases where it is not possible to adjust the camera parameters or obtain shots in timelines or videos. Using a Deep Learning approach, the rainfall characterization can be achieved through the analysis of the perceptual aspects that determine whether and how a photograph represents a rainy condition. The first scenario of interest for the supervised learning was a binary classification; the binary output (presence or absence of rain) allows the detection of the presence of precipitation: the cameras act as rain detectors. Similarly, the second scenario of interest was a multi-class classification; the multi-class output described a range of quasi-instantaneous rainfall intensity: the cameras act as rain estimators. Using Transfer Learning with Convolutional Neural Networks, the developed models were compiled, trained, validated, and tested. The preparation of the classifiers included the preparation of a suitable dataset encompassing unconstrained verisimilar settings: open data, several data owned by National Research Institute for Earth Science and Disaster Prevention - NIED (dashboard cameras in Japan coupled with high precision multi-parameter radar data), and experimental activities conducted in the NIED Large Scale Rainfall Simulator. The outcomes were applied to a real-world scenario, with the experimentation through a pre-existent surveillance camera using 5G connectivity provided by Telecom Italia S.p.A. in the city of Matera (Italy). Analysis unfolded on several levels providing an overview of generic issues relating to the urban flood risk paradigm and specific territorial questions inherent with the case study. These include the context aspects, the important role of rainfall from driving the millennial urban evolution to determining present criticality, and components of a Web prototype for flood risk communication at local scale. The results and the model deployment raise the possibility that low‐cost technologies and local capacities can help to retrieve rainfall information for flood early warning systems based on the identification of a significant meteorological state. The binary model reached accuracy and F1 score values of 85.28% and 0.86 for the test, and 83.35% and 0.82 for the deployment. The multi-class model reached test average accuracy and macro-averaged F1 score values of 77.71% and 0.73 for the 6-way classifier, and 78.05% and 0.81 for the 5-class. The best performances were obtained in heavy rainfall and no-rain conditions, whereas the mispredictions are related to less severe precipitation. The proposed method has limited operational requirements, can be easily and quickly implemented in real use cases, exploiting pre-existent devices with a parsimonious use of economic and computational resources. The classification can be performed on single photographs taken in disparate conditions by commonly used acquisition devices, i.e. by static or moving cameras without adjusted parameters. This approach is especially useful in urban areas where measurement methods such as rain gauges encounter installation difficulties or operational limitations or in contexts where there is no availability of remote sensing data. The system does not suit scenes that are also misleading for human visual perception. The approximations inherent in the output are acknowledged. Additional data may be gathered to address gaps that are apparent and improve the accuracy of the precipitation intensity prediction. Future research might explore the integration with further experiments and crowdsourced data, to promote communication, participation, and dialogue among stakeholders and to increase public awareness, emergency response, and civic engagement through the smart community idea.
Negli ultimi 50 anni, le alluvioni si sono confermate come il disastro naturale più frequente e diffuso a livello globale. Tra gli impatti degli eventi meteorologici estremi, conseguenti ai cambiamenti climatici, rientrano le alterazioni del regime idrogeologico con conseguente incremento del rischio alluvionale. Il monitoraggio delle precipitazioni in tempo quasi reale su scala locale è essenziale per la mitigazione del rischio di alluvione in ambito urbano e periurbano, aree connotate da un'elevata vulnerabilità. Attualmente, la maggior parte dei dati sulle precipitazioni è ottenuta da misurazioni a terra o telerilevamento che forniscono informazioni limitate in termini di risoluzione temporale o spaziale. Ulteriori problemi possono derivare dagli elevati costi. Inoltre i pluviometri sono distribuiti in modo non uniforme e spesso posizionati piuttosto lontano dai centri urbani, comportando criticità e discontinuità nel monitoraggio. In questo contesto, un grande potenziale è rappresentato dall'utilizzo di tecniche innovative per sviluppare sistemi inediti di monitoraggio a basso costo. Nonostante la diversità di scopi, metodi e campi epistemologici, la letteratura sugli effetti visivi della pioggia supporta l'idea di sensori di pioggia basati su telecamera, ma tende ad essere specifica per dispositivo scelto. La presente tesi punta a indagare l'uso di dispositivi fotografici facilmente reperibili come rilevatori-misuratori di pioggia, per sviluppare una fitta rete di sensori a basso costo a supporto dei metodi tradizionali con una soluzione rapida incorporabile in dispositivi intelligenti. A differenza dei lavori esistenti, lo studio si concentra sulla massimizzazione del numero di fonti di immagini (smartphone, telecamere di sorveglianza generiche, telecamere da cruscotto, webcam, telecamere digitali, ecc.). Ciò comprende casi in cui non sia possibile regolare i parametri fotografici o ottenere scatti in timeline o video. Utilizzando un approccio di Deep Learning, la caratterizzazione delle precipitazioni può essere ottenuta attraverso l'analisi degli aspetti percettivi che determinano se e come una fotografia rappresenti una condizione di pioggia. Il primo scenario di interesse per l'apprendimento supervisionato è una classificazione binaria; l'output binario (presenza o assenza di pioggia) consente la rilevazione della presenza di precipitazione: gli apparecchi fotografici fungono da rivelatori di pioggia. Analogamente, il secondo scenario di interesse è una classificazione multi-classe; l'output multi-classe descrive un intervallo di intensità delle precipitazioni quasi istantanee: le fotocamere fungono da misuratori di pioggia. Utilizzando tecniche di Transfer Learning con reti neurali convoluzionali, i modelli sviluppati sono stati compilati, addestrati, convalidati e testati. La preparazione dei classificatori ha incluso la preparazione di un set di dati adeguato con impostazioni verosimili e non vincolate: dati aperti, diversi dati di proprietà del National Research Institute for Earth Science and Disaster Prevention - NIED (telecamere dashboard in Giappone accoppiate con dati radar multiparametrici ad alta precisione) e attività sperimentali condotte nel simulatore di pioggia su larga scala del NIED. I risultati sono stati applicati a uno scenario reale, con la sperimentazione attraverso una telecamera di sorveglianza preesistente che utilizza la connettività 5G fornita da Telecom Italia S.p.A. nella città di Matera (Italia). L'analisi si è svolta su più livelli, fornendo una panoramica sulle questioni relative al paradigma del rischio di alluvione in ambito urbano e questioni territoriali specifiche inerenti al caso di studio. Queste ultime includono diversi aspetti del contesto, l'importante ruolo delle piogge dal guidare l'evoluzione millenaria della morfologia urbana alla determinazione delle criticità attuali, oltre ad alcune componenti di un prototipo Web per la comunicazione del rischio alluvionale su scala locale. I risultati ottenuti e l'implementazione del modello corroborano la possibilità che le tecnologie a basso costo e le capacità locali possano aiutare a caratterizzare la forzante pluviometrica a supporto dei sistemi di allerta precoce basati sull'identificazione di uno stato meteorologico significativo. Il modello binario ha raggiunto un'accuratezza e un F1-score di 85,28% e 0,86 per il set di test e di 83,35% e 0,82 per l'implementazione nel caso di studio. Il modello multi-classe ha raggiunto un'accuratezza media e F1-score medio (macro-average) di 77,71% e 0,73 per il classificatore a 6 vie e 78,05% e 0,81 per quello a 5 classi. Le prestazioni migliori sono state ottenute nelle classi relative a forti precipitazioni e assenza di pioggia, mentre le previsioni errate sono legate a precipitazioni meno estreme. Il metodo proposto richiede requisiti operativi limitati, può essere implementato facilmente e rapidamente in casi d'uso reali, sfruttando dispositivi preesistenti con un uso parsimonioso di risorse economiche e computazionali. La classificazione può essere eseguita su singole fotografie scattate in condizioni disparate da dispositivi di acquisizione di uso comune, ovvero da telecamere statiche o in movimento senza regolazione dei parametri. Questo approccio potrebbe essere particolarmente utile nelle aree urbane in cui i metodi di misurazione come i pluviometri incontrano difficoltà di installazione o limitazioni operative o in contesti in cui non sono disponibili dati di telerilevamento o radar. Il sistema non si adatta a scene che sono fuorvianti anche per la percezione visiva umana. I limiti attuali risiedono nelle approssimazioni intrinseche negli output. Per colmare le lacune evidenti e migliorare l'accuratezza della previsione dell'intensità di precipitazione, sarebbe possibile un'ulteriore raccolta di dati. Sviluppi futuri potrebbero riguardare l'integrazione con ulteriori esperimenti in campo e dati da crowdsourcing, per promuovere comunicazione, partecipazione e dialogo aumentando la resilienza attraverso consapevolezza pubblica e impegno civico in una concezione di comunità smart.

A l'inverse des méthodes de conception classiques qui imposent à un créateur de connaitre explicitement la géométrie de sa scène avant qu'elle ne soit conçue, la modélisation déclarative est une approche qui autorise le concepteur à créer une scène à partir de la donnée de ses propriétés, confiant alors à la machine le soin de créer des modèles géométriques correspondant. Nous présentons dans cette étude une approche dite incrémentale de la modélisation déclarative. Cette méthode itérative, interactive et hiérarchique est appliquée à la conception de traces urbains. Méthode itérative parce qu'elle repose sur l'idée que le processus de conception est cyclique et consiste a transformer étape après étape un problème en un problème nouveau. Méthode interactive parce qu'elle permet à l'utilisateur du système d'intervenir sans cesse au cours du processus de conception. Enfin, méthode hiérarchique parce qu'elle permet de travailler sur une portion limitée de la scène. La scène est créée par l'utilisateur à l'aide d'une description présentant les propriétés de traces urbains à respecter. Ces propriétés peuvent être intrinsèques aux objets, binaires, n-aires, globales, strictes ou lâches. A partir de cette description, un ensemble volontairement restreint de solutions correspondant aux propriétés est engendre. Dans notre approche, la description de la scène est traduite en un graphe de contraintes. Ce graphe sera exploité à l'aide d'un algorithme de propagation de contraintes original et d'un modèle de génération de traces urbains afin de calculer une ou plusieurs solutions. A partir de ce modèle de génération de scènes, produisant une solution particulière, est extrait un modèle géométrique 2d (carte planaire). Un modèle 3d de l'environnement urbain peut être généré pour des simulations urbaines ou pour des applications de réalité virtuelle.