Zone urbaine | EPFL Graph Search

vignette|Répartition mondiale des 400 principales zones urbaines qui rassemblent au moins un million d'habitants en 2006. Une zone urbaine, appelée aussi espace urbain, est un établissement humain à forte densité de population comportant une infrastructure d'environnement bâti. Les zones urbaines sont créées par urbanisation et sont classées par morphologie urbaine en tant que villes, cités, agglomérations ou banlieues. En urbanisme, le terme « zone urbaine » contraste avec les zones rurales telles que les villages et les hameaux, et, en sociologie urbaine ou anthropologie urbaine, il contraste avec l'environnement naturel. La création des premiers prédécesseurs des zones urbaines pendant la révolution urbaine a conduit à la création de la civilisation humaine avec une planification urbaine moderne, qui, avec d'autres activités humaines telles que l' exploitation des ressources naturelles, entraîne un impact humain sur l'environnement. La superficie des zones urbanisées dans le monde

Improvement of an urban turbulence parametrization for meteorological operational forecast and air quality modeling

Clive Muller

During the last century, urban pollution has increased with the growth of cities. Urban air quality has become a high priority as it is directly linked to concerns such as human exposure and health. The present work is dedicated to urban air quality modeling with focus on urban meteorology. The main goal is to improve meteorological and air quality simulations in urban areas. Based on measurements and numerical air quality simulations, Chapter 3 describes the meteorological situation and tests an emission inventory for an ozone pollution episode in Mexico City (2 March 1997), in order to determine the principal factors to be accounted in an air quality study. The Mexico City case shows the great influence of meteorological conditions and pollutant emissions on air quality. A thorough understanding of the phenomena governing the meteorological conditions, like small scale convergence, and an accurate emission inventory validated by VOC measurements in the city, are sensitive elements in an air quality study. In Chapter 4, the presence of an Urban Heat Island (UHI) is underlined over the city of Basel (Switzerland) with the BUBBLE measurements. Further on, the ability of aLMo (the operational weather prediction model of MeteoSwiss) to reproduce the effect of a city on the boundary layer atmospheric flow fields is investigated. Results show that aLMo is not able to reproduce the UHI and hence that its surface scheme based on the Monin-Obukhov Similarity Theory (MOST) is not adapted for the urban areas. Therefore, the Buildings Effects Parametrization (BEP) which has been developed by Martilli et al.(2002) especially for urban areas, is implemented in aLMo. Results show that alMo is now able to reproduce the main behavior of the urban boundary layer as the UHI and BEP has hence a real enhancement potential for aLMo. Chapter 5 shows the sensitivity of aLMo with respect to its vertical resolution. In order to limit the sensitivity of aLMo to the grid resolution, BEP is modified. The mesoscale model furnishes the upper boundary conditions for the inner calculation of BEP. That is, BEP recalculates independently the vertical profiles of wind, temperature and energy based on the surface fluxes of momentum, heat and turbulent kinetic energy. The results obtained show a decrease in the sensitivity to the resolution and a better agreement with the measurements. Furthermore, the modified version of BEP gives additional meteorological fields (temperature, wind and TKE) in the urban canopy. The computed temperature in the urban canopy shows a good agreement with measurements in a Basel street canyon. This work shows that it is not necessary to have a high resolution for taking into account modification of the atmospheric flow fields induced by a city.

EPFL2007

Laboratoire Berlinopolis. Règles pour une addition urbaine — Rules for an Urban Addition (Berlin, D)

Reto Keller

«Berlin - die Stadt die immer wird, aber niemals ist». «Berlin- La ville qui devient sans cesse, mais qui n'est jamais». (SCHEFFLER, KAR, 1910). La ville de Berlin fascine comme terrain d'expérimentation, où chaque époque de l'architecture et de l'urbanisme a laissé des fragments, des traces qui ne sont finalement jamais continuées. Le tissu berlinois est toujours fortement marqué par la morphologie en îlot avec une prédominance des immeubles de logement du XIXe siècle, qui sont des expressions nettes d'une optimisation d'espace; le but est d'offrir à l'investisseur un rendement financier maximal par l'exploitation de la densité maximale. Image et expression de calcul froid, ces immeubles sont aujourd'hui des porteurs importants de l'image et du caractère de la ville de Berlin. De nos jours, comment insérer un projet dans ce tissu urbain avec son vocabulaire typique tout en étant contemporain? Aujourd'hui, comment une telle "machine" d'habitation à haute densité peut-elle offrir des qualités et attirer à la fois les habitants avec un budget limité et la clientèle financièrement plus aisée, qui déménagerait autrement dans le Speckgürtel, les alentours de la banlieue de Brandenburg? Comment la diversité des classes sociales et des usages peuvent-elles être réunies à l'intérieur d'une forme urbaine? Comment un morceau de ville, qui se veut exemplaire, peut-il être ajouté à ce tissu, sachant que, peut-être, il ne se répètera jamais?

2006

The influence of trip length distribution on urban traffic in network-level models

Mikhail Murashkin

Modeling urban traffic on the level of network is a wide research area oriented to the development of ITS. In this thesis properties of models based on MFD (Macroscopic Fundamental Diagram) are studied. The idea behind MFD is to say that the state of the traffic inside an urban zone is fully determined by its accumulation (the number of traveling vehicles) and that the dynamics of accumulation is caused by the inflow of vehicles (flow of vehicles that enter the zone or start their trips from inside). Nowadays, two different philosophies of modeling dynamics of accumulation exist in the literature. The first one (outflow-MFD) postulates that the outflow of vehicles depends on accumulation. The second one (speed-MFD) postulates that the space-mean speed of vehicles depends on accumulation. The second philosophy already has strong empirical support based on observations of traffic inside many big (kilometer-scale) urban areas around the world. Thus, different speed-MFD models are of great scientific interest. The thesis is mainly devoted to the comparison of so-called PL model (which assumes the existence of both speed-MFD and outflow-MFD) and TB model (which assumes the equality of speeds of vehicles and explicitly assumes the existence of trip length distribution). It was shown that PL model cannot accurately describe the dynamics of accumulation after the jump of inflow. In this case TB model is more preferable. Moreover, it was proven that PL model is a specific case of TB model for the exponential trip length distribution. This makes TB model more attractive than PL model for the practical usage. TB model can be formulated mathematically either as integral equation or nonlocal PDE. Thus, the main drawback of TB model that can be an obstacle in practice is its computational complexity. In this thesis it was proposed to approximate TB model with a simpler model which does not require precise information about the trip length distribution. This so-called M model operates with only the mean and the standard deviation of distribution and has a form of ODE. The analytical comparison between PL, TB and M models proved that M model is much closer to TB model than PL model in the case of constant speed-MFD. The more realistic case of decreasing speed-MFD was studied through the numerical tests and also showed the same effect. Thus, the main conclusion of the study is that M model has practical potential as an elegant and computationally cheap approximation of TB model. Also, given that in the case of constant speed TB model is a type of LTI system, it can be expected that M model might be useful for a wide range of problems that are not related to transportation. However, in this thesis the conclusion about the small difference between M and TB models was made for the inflows that are typical for the transportation field. More precisely, only peak hour shaped (smooth and with small jumps) functions were studied. Despite the simple form of M model it was found that there exists even more simple ODE approximation of TB model. This so-called

\alpha

model works quite well for both smooth and jumping inflows except the case of a short period of time following the jump of inflow. Thus, it might be another good alternative to TB model. The main advantage of