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Tanoh, Marie Madeleine. "Le transport maritime de substances nocives et potentiellement dangereuses, l'assurabilité du risque". Nantes, 1996. http://www.theses.fr/1996NANT4008.
Pełny tekst źródłaTHE VERY DIVERSITY OF HAZARDOUS AND NOCIOUS SUBSTANCES (HNS), AS WELL IN THEIR PHYSICAL FEATURES AS IN THE NATURE AND THE MAGNITUDE OF RISKS THEY CREATE AFFECTS THEIR CONCEPTUALIZATION, AND CONSEQUENTLY THE SCOPE OF RULES GOVERNING THEM. AS THEY ARE USUALY CARRIED BY SEA WAY IN THE FRAMEWORK OF INTERNATIONAL TRADE, SHIPPING TENDS TO RAISE MAGNITUDE OF SCARED HARMS BECAUSE ITS OWN RISKS FACTORS CAN NOT COMPLETELY BE UNDER-CONTROL. IN THIS MATTER, AVAIBLE COMPENSATION RULES COME FROM BOTH SPECIAL CONVENTIONS (ABOUT NUCLEAR AND OIL POLLUTION DAMAGES) AND GENERAL CONVENTIONS ABOUT SHIP OWNER'S LIABILITY. BUT THEY DO NOT ALLOW SUFFICIENT INDEMNITY FOR THE CONSIDERED DAMAGE AND THEY ALSO COMPROMISE THE EFFICIENCY OF THE PARTICULARY HNS CONVENTION WHICH INTERNATIONAL MARITIME ORGANIZATION HAS BEEN TRYING TO SET UP SINCE 1979. HOWEVER A GLOBAL MANAGEMENT SYSTEM COULD OVERCOME LIMITS TO INSURABILITY. BUT A MODERATE INTEGRATION OF ECOLOGICAL ETHICS IS REQUIRED TO SOLVE THE POLLUTION PROBLEM WITHOUT UNDER-ESTIMATE ECONOMICAL NECESSITY. PREVENTIVE RULES MIGHT ALSO BE strengthENED BY EFFECTIVE CONTROLE AND SANCTION AND IMPROVEMENT OF CIVIL LIABITY RULES. INSURER CAN CONTROL THE RISK AND BE ABLE TO COMPENSATE A LARGER FIELD OF LOSS IF HE PRATICS "RISKS MANAGEMENT". WE MUST NEVERTHELESS ADMIT THAT THE SUCCESS OF THIS SYSTEM IS DEPENDANT ON THE INDUSTRIALS AND STATES INTENTION. SO AN EVOLUTION OF LOW IS EXPECTED TO FORCE MODERATE BEHAVIOR SO THAT THE RISK WILL NOT BE ABSOLUTELY ININSURABLE
Núñez, Rocha Thaís. "International trade and environment : the role of environmental regulations". Electronic Thesis or Diss., Paris 1, 2016. http://www.theses.fr/2016PA01E051.
Pełny tekst źródłaThis thesis contributes to an understanding of the relationship between trade and the environment, with an emphasis on the role of environmental regulation among countries. Three essays deal with this link from different perspectives. The first chapter analyses the effectiveness of the formalization of the Basel Convention on trade in hazardous wastes in the European Union (EU-WSR), followed by developing countries, and divided into regions. I build an environmental regulation index, which includes the quality of the institutions. The results show little evidence of a waste haven effect in the least developed EU countries. In the regional analysis, there is no evidence of the effectiveness of the EU-WSR. The second chapter examines the effectiveness of international environmental agreements. This chapter assesses the effects of the ratification and adoption of these agreements on imports of hazardous chemicals and persistent organic pollutants. The results underline the partial effect of these two conventions. More specifically, when assessing a less restrictive arrangement, imports are reduced only when the exporter ratifies the agreement. In assessing the ban on persistent organic pollutants, imports are reduced. The third examines the effect of environmental regulation on environmental outcomes. This chapter has taken into account the determinants of pollution and an environmental regulatory variable composed of environmental laws adopted by countries. The results show that environmental laws have an effect improving environmental outcomes. This effect is unique to environmental outcomes and to the law. Thus, some previous conclusions drawn from the literature on the beneficial effect of trade on the environment are questioned
Núñez, Rocha Thaís. "International trade and environment : the role of environmental regulations". Thesis, Paris 1, 2016. http://www.theses.fr/2016PA01E051/document.
Pełny tekst źródłaThis thesis contributes to an understanding of the relationship between trade and the environment, with an emphasis on the role of environmental regulation among countries. Three essays deal with this link from different perspectives. The first chapter analyses the effectiveness of the formalization of the Basel Convention on trade in hazardous wastes in the European Union (EU-WSR), followed by developing countries, and divided into regions. I build an environmental regulation index, which includes the quality of the institutions. The results show little evidence of a waste haven effect in the least developed EU countries. In the regional analysis, there is no evidence of the effectiveness of the EU-WSR. The second chapter examines the effectiveness of international environmental agreements. This chapter assesses the effects of the ratification and adoption of these agreements on imports of hazardous chemicals and persistent organic pollutants. The results underline the partial effect of these two conventions. More specifically, when assessing a less restrictive arrangement, imports are reduced only when the exporter ratifies the agreement. In assessing the ban on persistent organic pollutants, imports are reduced. The third examines the effect of environmental regulation on environmental outcomes. This chapter has taken into account the determinants of pollution and an environmental regulatory variable composed of environmental laws adopted by countries. The results show that environmental laws have an effect improving environmental outcomes. This effect is unique to environmental outcomes and to the law. Thus, some previous conclusions drawn from the literature on the beneficial effect of trade on the environment are questioned
Rault-Doumax, Sébastien. "Contribution à l'aide à la gestion de crise en cas de rejet accidentel dans un canal : application aux produits miscibles dans l'eau". Aix-Marseille 1, 2003. http://www.theses.fr/2003AIX11037.
Pełny tekst źródłaThe accidents of hazardous goods transportations occur each year. Fortunately, most of them, do not cause victims but they often pollute environment. When an accident happens, the efforts rest essentially on Fire brigade assisted by competent authorities. So SIGAPOL was born: Geographic Information System applied to the accidental pollutions of streams. This system is a platform which integrates new technologies with the aim to support decision in case of accidental pollution of streams intended for the main actor of the crisis: the Fire brigade. The SIGAPOL is based on a Geographical Information System composed of data bases and computer calculation to assess pollution. This simulation module is the most important work of this PhD. It consists of powerful modellings resulting from the literature scientific and checked by experimental studies carried out in open-channel in laboratory and real site
Tabach, Eddy El. "Étude de l'impact d'une pollution accidentelle et d'une pollution agricole sur les ressources en eau souterraine". Lille 1, 2005. https://pepite-depot.univ-lille.fr/LIBRE/Th_Num/2005/50376-2005-Tabach.pdf.
Pełny tekst źródłaCette étude permet de dégager les paramètres prépondérants. Ces paramètres sont ensuite considérés pour la construction d'une base de données qui sert à la calibration d'un modèle basé sur les "réseaux de neurones ". Ce modèle est utilisé dans le cas de l'étude de l'impact de l'aménagement de la RN2 entre Avesnes sur Helpes et Maubeuge sur les champs captants du synclinal de Bachant. La troisième partie traite de la migration d'une pollution diffuse d'origine agricole (nitrates) dans la zone non saturée. On présente la zone d'étude et les résultats des suivis in situ, en ce qui concerne d'une part les apports d'engrais en surface (historiques culturaux) et d'autre part les mesures de profils en nitrates effectués pour certains sondages. On présente ensuite la construction de la base de données. Les variables d'entrée retenues sont les historiques culturaux en surface (apports d'azote), l'épaisseur de la couche de couverture limoneuse en dessous de la zone racinaire, la profondeur de la nappe et le temps. Finalement, on présente le modèle de réseaux de neurones artificiels et son application à la construction de cartes de contamination en nitrates de la partie supérieure de la nappe
Chartier, Romain Philippe. "Modélisation régionale tridimensionnelle de l'hydrogéologie et du transport de contaminants pour deux sites d'enfouissement sanitaire de la région de l'Estrie". Sherbrooke : Université de Sherbrooke, 2000.
Znajdź pełny tekst źródłaBerradia, Tahar. "Contribution au problème du plus court chemin pour le transport des matières dangereuses". INSA de Rouen, 2006. http://www.theses.fr/2006ISAM0005.
Pełny tekst źródłaSimard, Guillaume. "Évaluation de la vulnérabilité des populations riveraines au transport routier des matières dangeureuses à l'aide d'un système d'information géographique : application à la Montérégie". Sherbrooke : Université de Sherbrooke, 2003.
Znajdź pełny tekst źródłaTomasoni, Angela Maria. "Modèles et méthodes d'évaluation et de gestion des risques appliquées aux systèmes de transport de marchandises dangereuses (TMD), reposant sur les nouvelles technologies de l'information et de la communication (NTIC)". Paris, ENMP, 2010. http://pastel.archives-ouvertes.fr/pastel-00006223.
Pełny tekst źródłaI have developed more than one models and methods of risk assessment in hazmat transportation systems, because of the multiplicity of approach that could be followed to evaluate risk - from a risk averse approach to a consequence based approach. All the models that I have described and defined are based on the classical definition of technological risk – related to humans activity – categorized as accidental risk, where the risk is related to the failure – or accident – of a vehicle transporting hazmat matters. This risk definition is the same for the pipeline and road, but I can use different methodological approaches to evaluate transport risk. Using this basic assumption that “an accident could happened” in road as in pipeline transportation, in Chapter n. 2 I have defined what is an hazmat and which type of hazmat I considered in this study, which modalities are generally taken into account, and which of them I have chosen for my research activity, and finally, what are the relative regulations. Chapter n. 3 deal with the risk definition in the transport of hazmat, respectively, in pipeline and on road, starting from only one risk definition, based univocally on the risks related to humans activities, but exposing similarities and differences between pipeline and road transport risk definition. Then, in Chapter n. 4 the methodology use to describe pipeline risk assessment has been tackled. Subsequently, in Chapter n. 5 an innovative and technological model used to describe a DG accident scenario by road, and the population involved, has been described. In Chapter n. 6 I tackle specific models and methods of risk assessment and control in DGT by road, considering two different approaches: a risk avers decision maker approach and an optimal control of DGT flow approach in a critical infrastructure, in other words, in a tunnel. Finally Chapter n. 7, report and summarize respectively conclusions
Pons, Myriam. "L’Union européenne et la sécurité des transports maritimes de marchandises et substances dangereuses". Thesis, Aix-Marseille, 2014. http://www.theses.fr/2014AIXM1012.
Pełny tekst źródłaMaritime transport has strategic importance for the economy of the European Union. Each year, one billion tons of oil pass through the ports and waters of the EU. Two billion tons of goods are loaded and unloaded in its ports. Because of the disastrous consequences the sinking of Amoco Cadiz has had on the environment and economy, the European Union continues to develop and strengthen its policy on maritime safety in order to put an end to substandard shipping, primarily through the effective application of international rules. Since 1993, the European Union and its Member States are at the forefront improving legislation on the safety of maritime transport of dangerous goods and substances, striving to eliminate substandard ships, increase protection of the crew, reduce the risk of environmental pollution. The EU is insuring operators who are following the best practices, compared to those who are willing to take shortcuts with the safety of ships, are not commercially disadvantaged. Accidents of the Erika and Prestige encouraged the EU to radically reform its legal system and to adopt new rules and standards for the prevention of accidents at sea, particularly those involving tankers. For more than thirty years the European Union has not stopped to strengthen and to improve its legislation in order to better protect itself against the risks of pollution due to maritime transports of dangerous goods. It has updated its regulation consecutivly to several accidents which damaged its coasts ; that is why the safety of maritme transport will always be evolving
Dusserre, Gilles. "Contribution à la gestion des interventions lors d'accidents de transport de matières dangereuses". Aix-Marseille 1, 1997. http://www.theses.fr/1997AIX11046.
Pełny tekst źródłaÉdorh, Pierre Ezi. "Le Risque dans le transport maritime du pétrole entre l'Europe et les Etats-Unis : incidences sur les performances europeennes". Littoral, 2005. http://www.theses.fr/2005DUNK0125.
Pełny tekst źródłaUntil in the decade1970, the theory of the risk is, in the economic thought, focused on the monorisk only. Since the decade 1980, the economic theory of the risk includes the multirisk. In this study, the concept of maritime oil risk consists in multirisk which returns to a system of two principal risks : the body risk related to the oil tanker, and the risk of maritime pollution. The risk in maritime oil transport, concerned with the dependent multirisk, is by its component "oil pollution risk", a new risk, which cannot be covered by methods of insurances. The application of the economic theory of the risk to maritime oil transport presents limits then. On a regulatory and legal base, this study retains the performance by management of total quality. For this reason, strategies pursued by the various partners implied in maritime oil transport are analized. This entails two consequences. The first is related to the oil tanker fleet, whose surplus production capacity compresses then, oil freight rates. The renewal of the oil fleet, from (modern) tankers of good quality and with double hull is possible, if these freight rates are strongly remunerative and if they authorize the cover of totallity of the costs of the oil tanker shipowner, to allow this last, to acquire modern tankers. The second consequence is that, only the strict application of the regulations and legislations, could contribute to allow the oil tanker shipowner, to obtain profitable rewards, by the elimination of the tankers under standard
Bula, Gustavo Alfredo. "Vehicle Routing for Hazardous Material Transportation". Thesis, Troyes, 2018. http://www.theses.fr/2018TROY0014.
Pełny tekst źródłaThe main objective of this thesis is to study the hazardous materials (HazMat) transportation problem considered as a heterogeneous fleet vehicle routing problem. HazMat transportation decisions comprise different and sometimes conflicting objectives. Two are considered in this work, the total routing cost and the total routing risk. The first task undertaken was the formulation of a mathematical model for the routing risk minimization, which depends on the type of vehicle, the material being transported, and the load change when the vehicle goes from one customer to another. A piecewise linear approximation is employed to keep a mixed integer linear programing formulation.Hybrid solution methods based on neighborhood search are explored for solving the routing risk minimization. This includes the study of neighborhood structures and the development of a Variable Neighborhood Descent (VND) algorithm for local search, and a perturbation mechanism (shaking neighborhoods). A post-optimization procedure is applied to improve the solution quality.Finally, two different solution approaches, a multi-objective dominance-based algorithm and a meta-heuristic epsilon-constraint method are employed for addressing the multi-objective version of the problem. Two performance metrics are used: the hyper volume and the ∆-metric. The front approximations show that a small increment in the total routing cost can produce a high reduction in percentage of the expected consequences given the probability of a HazMat transportation incident
Meynet, Jérémy. "La gestion du transport de marchandises dangereuses sur des sites à forte concentration : évaluation des risques liés au stationnement des marchandises dangereuses par l'étude de dangers". Thesis, Lyon, 2016. http://www.theses.fr/2016LYSE3017.
Pełny tekst źródłaTransportation of Dangerous Goods (TDG) is a risk-generating activity due to the intrinsic hazard of the products concerned which may, following an accident in the course of this activity, cause serious effects on the environment, property and people (toxic, thermal effects of overpressure, or pollution).The TDG activity is divided into three phases: transport, handling (loading and unloading) and parking. To reduce the risks generated by the TDG activity, international regulations imposed technical measures (requirements for the construction and use of tanks and packages, approvals of vehicles and containers) and preventive measures (training of stakeholders transportation and handling Dangerous Goods, traffic rules).However this rule, applied in France through the order TGD and its annexes, does not allow for hosting many dangerous goods sites (such as ports, rail yards and motorway areas), to develop specific preventive and technical measures adapted to the local context. Indeed, the operation of a transport infrastructure (such as hosting dangerous goods port) requires its own operating rules to manage traffic of dangerous goods heterogeneous, large and regular (even daily) to reduce the risks associated with the transport, handling, parking and the concentration of hazardous substances on the same site.The hazard study of TDG, imposed by Act No. 2003-699 of 30 July 2003, complemented the existing regulatory tools to help some sites with high concentrations of dangerous goods (as defined by the Decree n ° 2007 - 700 of 3 May 2007) to assess and manage the risks generated by the TDG activity (or "TDG risk").This thesis is therefore part of a clear regulatory framework and is committed to produce scientific knowledge and operational regulations, to implement and test the applicability of a departmental risk analysis methodology (defined by the decree of 18 December 2009) for hosting dangerous goods sites
Griot, Chloé. "Vulnérabilité et risques liés au transport de matières dangereuses : évaluation en vue de la préparation aux interventions de la Sécurité Civile". Montpellier 3, 2003. http://www.theses.fr/2003MON30066.
Pełny tekst źródłaThe prevention of diffuse hazards linked with transport of dangerous goods focuses on securing the source of danger and the preparation of crisis management by the Civil Security services, excluding the protection of sensitive areas adjoining axes of transport. Decision making systems generally simulate distances of effects, separating spatial analysis of the exposed area. This observation has led to the idea of implementing a more complete tool which would include vulnerability maps answering to the needs of French Civil Security. A method of estimation of the sensitivity related to TDG risks and a tool destined to prepare interventions based on sensitivity maps are proposed. The modelisation is based on the expertise of Civil Security and the use of multicriteria decision help methods. Connecting a geographical information system and an effects simulation tool, SIGRISC provides specific sensitivity maps according to the considered accidental scenario and to the needs of the user
Kanj, Hassan. "Contribution to risk analysis related to the transport of hazardous materials by agent-based simulation". Thesis, Université Grenoble Alpes (ComUE), 2016. http://www.theses.fr/2016GREAT060/document.
Pełny tekst źródłaDangerous Goods Transport (DGT) represents a source of danger to the crossed areas. This danger can produce serious consequences for the environment, property or human beings. Due to the importance of these products (gasoline, first material, medicines) in everyday life and the increasing demand on these products, it is important to analyze and assess the level of risk related to DGT in order to minimize it. This risk depends on the followed route, the quantity of transported products, the time of day, the weather conditions and the population density of crossed areas. It is characterized by the targets that are exposed for a given time, and by the risk level that varies with time and space.The purpose of this thesis is to evaluate and assess the risk level related to an accident and especially risk related to DGT. Several methods to calculate the risk level, related to DGT, have been proposed in the literature. In most of these methods, the temporal aspect has not been taken explicitly into account in spite of its importance. Indeed, the volume of traffic, the building occupancy rates or weather conditions could greatly change depending on the time of day.The first part of this thesis summarizes the state of the art on risk analysis. Next, we present two approaches for assessing risk related to DGT systems: the former serves to evaluate the risk level of an accident and it is based on Monte Carlo Simulation, while the latter aims at assessing the risk level along a trajectory.The second part focuses on the temporal aspect and due to the complexity of our system (several entities, distributed systems, entities with multiple levels of abstraction, etc.), we are turned to a multi-agent simulation approach and we define a meta-model agent with a risk facet, a generic facet. This facet allows us to represent the risk analysis and failure propagation in an agent model.The third part of this thesis illustrates a proposed approach to assess the risk level related to DGT. Firstly, we propose formulas to assess the accident frequency and severity. Then, we present the implementation of both simulation approaches proposed in the first part using the agent based model proposed in the second part. Secondly, as decision-making is affected by the economic and temporal aspects (cost of shipping and travel time), we are facing a multi-criteria decision making problem (MCDM). In addition, to take into account the fact that several parameters used in risk analysis are uncertain, we have used fuzzy numbers. Next, we have proposed an approach, which integrates MCDM methods with fuzzy numbers, to identify the best route for DGT among a set of alternatives. The purpose of this approach is to provide decision support for decision makers such as, public authorities and emergency services in case of emergency.A simulation tool is developed in Eclipse, which allows us to analyze the level of risk and realizes maps that show the instantaneous position of the truck with the impacted areas in the case of accident. This work is a part of the GEOTRANS-MD project
Zhou, Zhen. "Study on optimization of hazardous material transportation via lane reservation". Thesis, Evry-Val d'Essonne, 2014. http://www.theses.fr/2014EVRY0041/document.
Pełny tekst źródłaHazardous material transportation is well-known for its high potential risk. An accident may cause very serious economic damage and negative impacts on the public health and the environment over the long term. Optimization for hazardous material transportation is an important issue. For the first time in the literature, this thesis introduces the lane reservation strategy into the hazardous material transportation problem. The goal is to obtain a best compromise between the impact on normal traffic due to lane reservation and the transportation risk.In this thesis, we focus on two novel problems: hazardous material transportation problem via lane reservation in networks with time-invariant and time-dependent risk, called LRPTIR and LRPTDR, respectively. For these problems, multi-objective integer programming and multi-objective mixed integer programming models are formulated, respectively. For the LRPTIR, we first develop an ε-constraint and fuzzy-logic based method to obtain Pareto optimal solutions and a preferred solution. Then a cut-and-solve and cutting plane combined method is proposed to reduce the computational time. For the LRPTDR, an improved cut-and-solve based ε-constraint method is proposed, in which a new technique of generating piercing cuts is developed and a partial integral relaxation strategy is applied. The performance of the proposed algorithms is evaluated by randomly generated instances. Computational results demonstrate that for the considered problems, the cut-and-solve method outperforms software package CPLEX
Caudeville, Julien. "Développement d'une plateforme intégrée pour la cartographie de l'exposition des populations aux substances chimiques : construction d'indicateurs spatialisés en vu d'identifier les inégalités environnementales à l'échelle régionale". Compiègne, 2011. http://www.theses.fr/2011COMP1960.
Pełny tekst źródłaThe aim of this thesis was to develop an integrated and spatialized platform that allows characterizing the inequality linked to environmental exposure of population to chemical substances. A multimedia exposure model was used to assess the exposure dose of target population via inhalation of atmospheric contaminants and via ingestion of soil, food and drinking water. This model uses geo-referenced databases implemented in a GIS including environmental (water, air, soil, food), behavioral, and demographic data. A case study was performed across two regions in France (Picardie and Nord-Pas-de-Calais) for cadmium, chromium, nickel and lead. Exposure hotspot areas and determinants were identified by the spatial analysis of risk indicator variations. Uncertainties are associated with highlighting areas where potential hotspot exposure have been detected. Some of these uncertainties are simulated by the platform. The case study has allowed to demonstrate the platform feasibility and functioning. Hotspot areas with significantly elevated exposure indicator values might be used to define environmental monitoring campaigns, to manage and plan remedial actions. This work proposes also to improve “classical” health risk assessment with a better integration of essential determinant for the real population exposure at the territory scale
Lupsea, Maria-octavia. "Contribution to the environmental impact assessment of buildings : numerical modelling of dangerous substances’ release to water". Electronic Thesis or Diss., Toulouse, INSA, 2013. http://www.theses.fr/2013ISAT0007.
Pełny tekst źródłaAny construction product and building undergoing contact with water during its life cycle can release chemical compounds potentially hazardous for the human health and the environment. The release of dangerous substances is presently investigated especially by experimental approaches commonly by laboratory leaching tests while the environmental impacts of construction products and buildings are evaluated by a Life Cycle Assessment (LCA) approach. The dangerous substances release during use stage of construction products (leaching behaviour) is currently very poorly represented in the existing data bases and methods for environmental assessment of construction products and buildings.In this context, the main objectives of this study were: (i) to develop a methodology for the assessment of the leaching behaviour of various construction products and (ii) to integrate the leaching data in LCA approach at building scale. The methodology developed for the assessment of the leaching behaviour of construction products is based on: (1) characterisation leaching tests at lab scale, following the horizontal standardised assessment methods for harmonised approaches relating to dangerous substances under the Construction Products Regulation (CPR), (2) modelling and simulation of coupled chemical and transport phenomena at lab and field scale, and (3) utilisation of simulated leaching data for the construction products exposed in natural condition with the LCA method for the characterization of the hazardous effect during the use stage. The proposed methodology was applied and validated on three different classical construction products i.e. CBA (Copper-Boron-Azole) treated wood, fibre-cement sheets and bitumen membranes. The leaching behaviour of CBA treated wood and fibre-cement sheets was simulated over several years under natural exposure conditions, using the geochemical software PHREEQC. The chemical models consider both the mineral and the organic matrixes and their interaction with treatmentcompounds. Mass transfer and transport phenomena were modelled. The developed coupled chemical-transport models are able to represent the dynamic leaching behaviour of the respective products in various leaching conditions. For bitumen membranes only experimental characterisation was possible. The leaching data obtained by simulation over the whole use stage of the products were integrated in the life cycle inventory (LCI) and the relevant life cycle impact assessment (LCIA) methods were applied with the enriched inventory. A simplified single-family house was modelled using a software designed to evaluate the intrinsic environmental performances of a building over its entire life cycle. ELODIE software was used in this work. The building scale assessment methodology is based on coupling the methodology developed for the product scale with the Life Cycle Assessment (LCA) at building scale. This methodology allows a proper integration of leaching data in LCA tools and answers several technical questions raised in the field
Tabach, Eddy El Shahrour Isam Lancelot Laurent. "Étude de l'impact d'une pollution accidentelle et d'une pollution agricole sur les ressources en eau souterraine". Villeneuve d'Ascq : Université des sciences et technologies de Lille, 2007. https://iris.univ-lille1.fr/dspace/handle/1908/222.
Pełny tekst źródłaN° d'ordre (Lille 1) : 3632. Résumé en français et en anglais. Titre provenant de la page de titre du document numérisé. Bibliogr. p. 160-175.
Laarabi, Mohamed Haitam. "Optimisation multicritère des itinéraires pour transport des marchandises dangereuses en employant une évaluation en logique floue du risque et la simulation du trafic à base d'agents". Thesis, Paris, ENMP, 2014. http://www.theses.fr/2014ENMP0074/document.
Pełny tekst źródłaEveryday thousands of trucks transporting hundreds of thousands of tons of dangerous goods by various modalities and both within and across nations. However, the term “dangerous” indicates an intrinsic adversity that characterize these products, which can manifest in an accident leading to release of a hazardous substance (e.g. radioactive, flammable, explosive etc.). In this situation, the consequences can be lethal to human beings, other living organisms and damage the environment and public/private properties.The importance of dangerous goods boils down to the significant economic benefits that generates. In fact, one cannot deny the contribution of the transport of all fossil fuel derived product, which represents more than 60% of dangerous goods transported in Europe. Eni, the Italian leading petrochemical company, every day operates a fleet of about 1,500 trucks, which performs numerous trips from loading terminals to filling stations. Distribution of petroleum products is a risky activity, and an accident during the transportation may lead to serious consequences.Aware of what is at stake, the division Eni R&M - Logistics Secondary, historically active in Genoa headquarters, is collaborating since 2002 with the DIBRIS department at University of Genoa, and the CRC at Mines ParisTech, with the purpose of studying possible improvements regarding safety in transport of dangerous goods, particularly petroleum products. Over years, this collaboration has led to the development of different technologies and mainly to an information and decision support system. The major component of this system is a platform for monitoring Eni fleet, at the national level, to deliver the products to the distribution points, called the Transport Integrated Platform (TIP). These vehicles are equipped with a device capable of transmitting data stream in real-time using a GPRS modem. The data transmitted can be of different nature and contain information about the state of the vehicle and occurred events during the trip. These data are intended to be received by centralized servers then get processed and stored, in order to support various applications within the TIP.With this in mind, the studies undertaken throughout the thesis are directed towards the development of a proposal to further minimize the risk related to the transportation of dangerous goods. In other words, a trade-off based model for route selection taking into consideration economic and safety factors. The objective is prompted by the need to support existent regulations and safety standards, which does not assure a full warranty against accidents involving dangerous goods.The goal is carried out by considering the existent system as basis for developing an Intelligent Transportation System (ITS) aggregating multiple software platforms. These platforms should allow planners and decision makers to monitor in real-time their fleet, to assess risk and evaluate all possible routes, to simulate and create different scenarios, and to assist at finding solutions to particular problems.Throughout this dissertation, I highlight the motivation for such research work, the related problem statements, and the challenges in dangerous goods transport. I introduce the TIP as the core for the proposed ITS architecture. For simulation purposes, virtual vehicles are injected into the system. The management of the data collection was the subject of technical improvement for more reliability, efficiency and scalability in real-time monitoring of dangerous goods shipment. Finally, I present a systematic explanation of the methodology for route optimization considering both economic and risk criteria. The risk is assessed based on various factors mainly the frequency of accident leading to hazardous substance release and its consequences. Uncertainty quantification in risk assessment is modelled using fuzzy sets theory
Lahnaoui, Amin. "Optimization of the infrastructure cost of hydrogen transported at different states of aggregation in France and Germany". Electronic Thesis or Diss., Institut polytechnique de Paris, 2020. http://www.theses.fr/2020IPPAE008.
Pełny tekst źródłaGreen hydrogen for mobility via fuel cell electric vehicles represent an alternative to conventional fuel to decarbonize transportation sector and develop a sustainable future energy system. Nevertheless, the physical and chemical properties of hydrogen make the transport and the storage of this energy carrier at its standard pressure and temperature conditions inefficient. Therefore, this thesis aims to investigate hydrogen transport technologies and to model the optimal infrastructure for different production and demand scenarios in France and Germany, coupled with geographical visualization of the distribution.For the framework considered and to allow the comparison between the two countries, wind power as an energy source was studied for hydrogen production using electrolyzer to meet the demand for fuel cell electric vehicles based on car park growth, population projection and different penetration scenarios. The network to transport hydrogen is restrained to the road infrastructure to investigate the impact of different state of aggregations on the hydrogen flow transported between different hydrogen production and distribution locations and capacities defined from 15 scenarios.First, several technologies for transporting and storing hydrogen at its liquid form as liquid hydrogen or as liquid organic hydrogen carrier, and as compressed gas at five different pressure levels are analyzed by calculating the energy requirements to deduce the costs of processing, storing and transporting hydrogen using trucks. Thus, compression work has been modelled using a multistage compressor and compared to 875 industrial compressors; Liquefaction work was calculated using the ideal work associated to a literature review on different liquefaction processes; While hydrogenation and de-hydrogenation process work has been simulated using ASPEN. As the hydrogen is transported using different tube and tank trucks, a technical assessment is performed to investigate the different storage options and define the parameters associated with truck transportation. Finally, the cost parameters chosen for investment and operating the different plants and trucks are estimated based on different literature reviews and cost assessments, in addition to energy, fuel and logistics costs.Then, these costs are formulated as annual levelized costs functions that include storage, road transport, liquefaction, compression, and de-hydrogenation costs based on the net present value methodology. Finally, to conclude to the share of the seven different technologies used to transport and store hydrogen between two locations, an optimization based on linear programming formulation was performed. This sub-model was then included in a more general cost flow optimization to link a set of production nodes to the distribution ones using the road network under capacities and flow constrains. This model allowed to conclude to the different cost of infrastructure deployment within the scope of the 15 different scenarios analyzed associated to a geographical visualization of the hydrogen flow transported in Germany and France.The sub-model results showed that in average compressed gas at a high-pressure level is mainly used at transport distance below 250 km in contrast to liquid hydrogen that has higher energy costs. Concerning early-stage infrastructure deployment, costs could be further minimized by substituting compressed gas at low to medium pressure levels by liquid organic hydrogen carrier. Finally, the analysis of the 15 scenarios showed a better geographical distribution of hydrogen in France, in contrast to the case of Germany that suffered from a disparity between production and eventual consumption locations
Lupsea, Maria-octavia. "Contribution to the environmental impact assessment of buildings : numerical modelling of dangerous substances’ release to water". Thesis, Toulouse, INSA, 2013. http://www.theses.fr/2013ISAT0007/document.
Pełny tekst źródłaAny construction product and building undergoing contact with water during its life cycle can release chemical compounds potentially hazardous for the human health and the environment. The release of dangerous substances is presently investigated especially by experimental approaches commonly by laboratory leaching tests while the environmental impacts of construction products and buildings are evaluated by a Life Cycle Assessment (LCA) approach. The dangerous substances release during use stage of construction products (leaching behaviour) is currently very poorly represented in the existing data bases and methods for environmental assessment of construction products and buildings.In this context, the main objectives of this study were: (i) to develop a methodology for the assessment of the leaching behaviour of various construction products and (ii) to integrate the leaching data in LCA approach at building scale. The methodology developed for the assessment of the leaching behaviour of construction products is based on: (1) characterisation leaching tests at lab scale, following the horizontal standardised assessment methods for harmonised approaches relating to dangerous substances under the Construction Products Regulation (CPR), (2) modelling and simulation of coupled chemical and transport phenomena at lab and field scale, and (3) utilisation of simulated leaching data for the construction products exposed in natural condition with the LCA method for the characterization of the hazardous effect during the use stage. The proposed methodology was applied and validated on three different classical construction products i.e. CBA (Copper-Boron-Azole) treated wood, fibre-cement sheets and bitumen membranes. The leaching behaviour of CBA treated wood and fibre-cement sheets was simulated over several years under natural exposure conditions, using the geochemical software PHREEQC. The chemical models consider both the mineral and the organic matrixes and their interaction with treatmentcompounds. Mass transfer and transport phenomena were modelled. The developed coupled chemical-transport models are able to represent the dynamic leaching behaviour of the respective products in various leaching conditions. For bitumen membranes only experimental characterisation was possible. The leaching data obtained by simulation over the whole use stage of the products were integrated in the life cycle inventory (LCI) and the relevant life cycle impact assessment (LCIA) methods were applied with the enriched inventory. A simplified single-family house was modelled using a software designed to evaluate the intrinsic environmental performances of a building over its entire life cycle. ELODIE software was used in this work. The building scale assessment methodology is based on coupling the methodology developed for the product scale with the Life Cycle Assessment (LCA) at building scale. This methodology allows a proper integration of leaching data in LCA tools and answers several technical questions raised in the field
Bai, Song. "L'unification des régimes de responsabilité civile en matière de pollution marine". Thesis, Aix-Marseille, 2016. http://www.theses.fr/2016AIXM1049.
Pełny tekst źródłaSince the Torrey Canyon oil spill, the International Maritime Organization began drafting three international conventions (CLC, HNS and bunker oil conventions) to establish civil liability for compensation for ship-source pollution damages. Claims for compensation for pollution damages (including clean-up costs) may be brought against the owner of ships which caused the damages or directly against the owner's insurer. The ship-owner is normally entitled to limit his liability to an amount which is linked to the tonnage of his ship. Furthermore, the IOPC funds which was set up in 1992 under the IOPC convention 1992 is able to compensate the victims when compensation under the CLC 1992 is not available or not adequate. But do these international regimes work well ? And are there conflicts between the International conventions ? Certainly, the most of loss resulting from oil spills from sea can be compensated by the CLC/ IOPC system. But the compensation under CLC/IOPC is not able to be enough for the major pollution events. If the CLC, HNS and bunker oil Conventions don't set up the same scopes, these International Conventions might be in conflict in case of transportation of dangerous goods or hazardous goods by sea, because the spill of the bunker oil and the hazardous goods would cause a major marine pollution. This paper gives an overview of international liability and compensation regime, and tries to give a proposal to resolve the conflicts between the international conventions
Crançon, Pierre. "Migration de l'uranium dans un podzol : le rôle des colloïdes dans la zone non saturée et la nappe : application aux landes de Gascogne". Phd thesis, Grenoble 1, 2001. http://www.theses.fr/2001GRE10006.
Pełny tekst źródłaBeauregard, Caroline. "Les déterminants des pratiques sécuritaires de travail : le cas des chauffeurs d'une multinationale du secteur du transport des matières dangereuses au Canada". Thèse, 2017. http://hdl.handle.net/1866/20338.
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