Driving under the influence of cocaine or therapeutic administration of cocaine?

Introduction: In forensic toxicology, cocaine is better known for its powerful stimulating effects of nervous system and its high potential for recreational abuse, than for his therapeutic use. However, cocaine is still use as a topical anesthetic and peripheral vasoconstrictor in surgeries of eye, ear, nose and throat. Last decade, an increase of the presence of cocaine and metabolites in blood samples of drivers suspected to drive under the influence of drugs (DUID) was observed in Switzerland (Augsburger et al., Forensic Sci Int 153 (2005) 11-15; Senna et al., Forensic Sci Int 198 (2010) 11-16). Observed blood concentration ranges of cocaine and benzoylecgonine were 10-925 μg/L and 20-5200 μg/L, respectively. Since 2005, zero-tolerance approach was introduced in the Swiss legislation for different substances, especially cocaine (analytical cutoff: 15 μg/L). Thus, the interpretation often amounts to determine if the concentration is situated above or under the limit. However, it is important for the interpretation to take into account the context and to be critical with the obtained results, at the risk of ending in erroneous conclusions. Methods: Systematical toxicological analyses were performed on blood and urine, if available, for 5 DUID cases, as already published (Augsburger et al., Forensic Sci Int 153 (2005)). Positive results were confirmed and drugs were quantified in biological samples by GCMS, GC-MS/MS or LC-MS/MS. Results: Administration of cocaine after traffic accident was identified in five cases. All people were admitted to the emergency room because of severe trauma. Maxillofacial surgery was done shortly after admission to the emergency room, involving use of nasal application of cocaine (swab). For all cases, use of cocaine swab was not mentioned in the document filled by the police and by medical staff requested for blood and urine sampling. The information was obtained retrospectively after consultation of the medical records, without precise indication of the application time or dose. Case 1. A 83-year old man (pedestrian) was hit by a car. Blood (+11h after the accident): cocaine (16 μg/L), benzoylecgonine (370 μg/L). Urine: cocaine (1700 μg/L), benzoylecgonine (560 μg/L). Case 2. A 84-year old woman (pedestrian) was hit by a car. Blood (+1.5h after the accident): cocaine (230 μg/L), benzoylecgonine (370 μg/L). Urine was not available. Hair (+4 months after the accident): segment 1 (0-2 cm), cocaine not detected; segment 2 (2-4 cm), cocaine: <0.5 ng/mg. Case 3. A 66-year old man was involved in a car/car accident. He died 2 hours and 5 minutes after the crash. Blood (+1.5h after the accident): cocaine and metabolites not detected. Blood (+2h after the accident): cocaine (1750 μg/L), benzoylecgonine (460 μg/L). Blood (post-mortem): cocaine (370 μg/L), benzoylecgonine (200 μg/L). Urine (+1.5h after the accident): cocaine not detected. Case 4. A 57-year old woman on a motor scooter was hit by a car. She died 2 hours and 10 minutes after the crash. Blood (+0.5h after the accident): cocaine and metabolites not detected. Urine (post-mortem): cocaine (<20 μg/L), benzoylecgonine (120 μg/L). Case 5. A 30-year old man was involved in a car accident. Blood (+4h after the accident): cocaine (29 μg/L), benzoylecgonine (< 20 μg/L). Urine (+4h after the accident): cocaine and metabolites not detected. Ethanol (1,32 g/kg) and cannabinoids (THC (2,0 μg/L), THCCOOH (38 μg/L)) were also detected in blood. Conclusion: To our knowledge, this is the first description of DUID cases involving therapeutic use of cocaine after an accident. These results indicate that even if a per se law is effective for prosecution case of DUID, a critical interpretation of the results is always needed, especially if a medical intervention occurs after an accident.

Trends in motor vehicle crash mortality in Europe, 1980-2007.

Recent trends (1980-2007) in mortality from road traffic crashes in European countries, and, for comparative purposes, in the USA and Japan were reviewed. Data came from the World Health Organisation database. Age-standardised rates, at all ages and at 15-24, 25-64, >=65 years, were computed. Joinpoint regression analyses to evaluate significant changes in trends were performed. In the European Union as a whole rates declined from 20.2 in 1987 to 13.5/100,000 in 2007 in men, and from 6.3 to 3.7/100,000 in women; European Union rates remained lower than USA, but higher than Japanese ones. In 2007, the highest male rates were in Lithuania (36.7/100,000), the Russian Federation (35.2), Ukraine (29.8), and Latvia (28.5), and the lowest ones in the Netherlands (6.2) and Sweden (6.9); the highest female rates were in the Russian Federation (11.3), Lithuania (9.7), Belarus, Latvia, and Ukraine (around 8), and the lowest ones in Switzerland (1.7), the UK, and Nordic countries (around 2). Mortality from motor vehicle crashes declined in northern and western European countries and - though to a lesser extent - in southern European countries, too. Mortality trends were also favourable in the Czech Republic and Poland since the mid 1990's, whereas they were still upwards in Romania and the Russian Federation. No trend was observed in Hungary and Ukraine. Trends were consistent in various age groups considered. Thus, additional urgent and integrated intervention is required to prevent avoidable deaths from motor vehicle crashes, particularly in selected central and eastern European countries.

Three essays on the psychology of investment and financial markets

Préface My thesis consists of three essays where I consider equilibrium asset prices and investment strategies when the market is likely to experience crashes and possibly sharp windfalls. Although each part is written as an independent and self contained article, the papers share a common behavioral approach in representing investors preferences regarding to extremal returns. Investors utility is defined over their relative performance rather than over their final wealth position, a method first proposed by Markowitz (1952b) and by Kahneman and Tversky (1979), that I extend to incorporate preferences over extremal outcomes. With the failure of the traditional expected utility models in reproducing the observed stylized features of financial markets, the Prospect theory of Kahneman and Tversky (1979) offered the first significant alternative to the expected utility paradigm by considering that people focus on gains and losses rather than on final positions. Under this setting, Barberis, Huang, and Santos (2000) and McQueen and Vorkink (2004) were able to build a representative agent optimization model which solution reproduced some of the observed risk premium and excess volatility. The research in behavioral finance is relatively new and its potential still to explore. The three essays composing my thesis propose to use and extend this setting to study investors behavior and investment strategies in a market where crashes and sharp windfalls are likely to occur. In the first paper, the preferences of a representative agent, relative to time varying positive and negative extremal thresholds are modelled and estimated. A new utility function that conciliates between expected utility maximization and tail-related performance measures is proposed. The model estimation shows that the representative agent preferences reveals a significant level of crash aversion and lottery-pursuit. Assuming a single risky asset economy the proposed specification is able to reproduce some of the distributional features exhibited by financial return series. The second part proposes and illustrates a preference-based asset allocation model taking into account investors crash aversion. Using the skewed t distribution, optimal allocations are characterized as a resulting tradeoff between the distribution four moments. The specification highlights the preference for odd moments and the aversion for even moments. Qualitatively, optimal portfolios are analyzed in terms of firm characteristics and in a setting that reflects real-time asset allocation, a systematic over-performance is obtained compared to the aggregate stock market. Finally, in my third article, dynamic option-based investment strategies are derived and illustrated for investors presenting downside loss aversion. The problem is solved in closed form when the stock market exhibits stochastic volatility and jumps. The specification of downside loss averse utility functions allows corresponding terminal wealth profiles to be expressed as options on the stochastic discount factor contingent on the loss aversion level. Therefore dynamic strategies reduce to the replicating portfolio using exchange traded and well selected options, and the risky stock.

Clinical review: practical recommendations on the management of perioperative heart failure in cardiac surgery.

Acute cardiovascular dysfunction occurs perioperatively in more than 20% of cardiosurgical patients, yet current acute heart failure (HF) classification is not applicable to this period. Indicators of major perioperative risk include unstable coronary syndromes, decompensated HF, significant arrhythmias and valvular disease. Clinical risk factors include history of heart disease, compensated HF, cerebrovascular disease, presence of diabetes mellitus, renal insufficiency and high-risk surgery. EuroSCORE reliably predicts perioperative cardiovascular alteration in patients aged less than 80 years. Preoperative B-type natriuretic peptide level is an additional risk stratification factor. Aggressively preserving heart function during cardiosurgery is a major goal. Volatile anaesthetics and levosimendan seem to be promising cardioprotective agents, but large trials are still needed to assess the best cardioprotective agent(s) and optimal protocol(s). The aim of monitoring is early detection and assessment of mechanisms of perioperative cardiovascular dysfunction. Ideally, volume status should be assessed by 'dynamic' measurement of haemodynamic parameters. Assess heart function first by echocardiography, then using a pulmonary artery catheter (especially in right heart dysfunction). If volaemia and heart function are in the normal range, cardiovascular dysfunction is very likely related to vascular dysfunction. In treating myocardial dysfunction, consider the following options, either alone or in combination: low-to-moderate doses of dobutamine and epinephrine, milrinone or levosimendan. In vasoplegia-induced hypotension, use norepinephrine to maintain adequate perfusion pressure. Exclude hypovolaemia in patients under vasopressors, through repeated volume assessments. Optimal perioperative use of inotropes/vasopressors in cardiosurgery remains controversial, and further large multinational studies are needed. Cardiosurgical perioperative classification of cardiac impairment should be based on time of occurrence (precardiotomy, failure to wean, postcardiotomy) and haemodynamic severity of the patient's condition (crash and burn, deteriorating fast, stable but inotrope dependent). In heart dysfunction with suspected coronary hypoperfusion, an intra-aortic balloon pump is highly recommended. A ventricular assist device should be considered before end organ dysfunction becomes evident. Extra-corporeal membrane oxygenation is an elegant solution as a bridge to recovery and/or decision making. This paper offers practical recommendations for management of perioperative HF in cardiosurgery based on European experts' opinion. It also emphasizes the need for large surveys and studies to assess the optimal way to manage perioperative HF in cardiac surgery.

Pancreatic trauma in children.

We identified two distinct groups of patients in the 91 documented cases of pancreatic trauma (median age 8.0 years, range 0.6-15.8 years; M:F 2.5:1.0): 59 had a history of abdominal trauma and elevated serum lipase but no CT or ultrasound evidence of pancreatic injury (Group A); 32 had a history of abdominal trauma, elevated serum lipase but also had CT scan and/or ultrasound evidence of pancreatic injury (Group B). Patients with "less severe" injury based on normal imaging had a lower initial lipase level [Group A, median 651 U/L (interquartile range 520-1,324) vs. Group B, 1,608 U/L (interquartile range 680-3,526); p = 0.005] and shorter admission time [Group A, 9.0 days (interquartile range 5.5-15.5) vs. Group B, 13.4 days (interquartile range 6.8-23.8); p = 0.04]. There were no differences with respect to mortality (Group A, 13.5% vs. Group B, 12.5%), but patients with evidence of injury on imaging were more likely to have surgical intervention (p = 0.0001). The single most important overall cause of pancreatic trauma was involvement in a motor vehicle accident as a passenger or pedestrian. However, in children with high-grade ductal injury, bicycle handlebar injuries were most common. Associated injuries were common in both groups.

The modern holy shroud.

Testimonies disclosed that a 44-year-old pedestrian was struck head-on by a truck while she was roaming on the motorway; at the time of collision, the truck was travelling at a speed of about 90 km/h. In the second phase of the collision, the pedestrian was projected about 100 m before her body was run over by the truck and then by a car. The autopsy revealed extensive mutilations, making it impossible to verify the testimonies of witnesses to the collision as regards the pedestrian's position at the moment of the first impact. However, the reports produced by the technical expert and the forensic pathologist were able to confirm the testimonies, based on an impact zone on the front panel of the cab of the truck, where part of the pedestrian's face was reproduced like a "modern holy shroud".

Pancreatic Trauma in Children

Objectives and Study: To document the demographics, mechanisms and outcome of traumatic pancreatitis in children at a single large tertiary referral centre in Australia. Methods: We undertook a 10-year retrospective audit of children admitted to the Royal Children's Hospital [RCH], Melbourne, Australia with a hospital coded diagnosis which included pancreatic injury between 1993 and 2002. Data included patient demographics, source of admission, mechanism of injury, pancreatic complications, associated injuries, Intensive Care Unit [ICU] admission, results of any operative findings, results of any acute computed tomography (CT) and/or ultrasound (US) imaging of pancreas, selected laboratory findings and length of stay. Results: We identified two distinct groups of patients in the 91 documented cases of pancreatic trauma (median age 8.0 yr, range 0.6-15.8 yr; M:F 2.5:1.0). Fifty-nine had a history of abdominal trauma and elevated serum lipase but no CT or ultrasound evidence of pancreatic injury (Group A). Thirty-two had a history of abdominal trauma, elevated serum lipase but also had CT scan and/or ultrasound evidence of pancreatic injury[Group B]. Patients with ''less severe'' injury based on normal imaging had a lower initial lipase level [Group A, median 651 U/L (interquartile range 520 - 1324) vs, Group B, 1608 U/L (interquartile range 680-3526); P = 0.005] and shorter admission time [Group A, 9.0 days (interquartile range 5.5-15.5) vs Group B, 13.4 days (interquartile range 6.8 - 23.8), P = 0.04]. There were no differences with respect to mortality [Group A, 13.5 % vs Group B, 12.5 %] but patients with evidence of injury on imaging were more likely to have surgical intervention [P = 0.0001]. The single most important overall cause of pancreatic trauma was involvement in a motor vehicle accident as a passenger or pedestrian. However, in children with high-grade ductal injury, bicycle handlebar injuries were most common. Associated injuries were common in both groups. Conclusion: Significant pancreatic injury can occur in the absence of abnormality on medical imaging. Pancreatic trauma commonly occurs in the context of multiple injuries after motor vehicle accidents in children and bicycle handlebar injuries, especially in boys. Most children can be treated conservatively, with surgical intervention being limited to high-grade ductal injury.

Analysis, modelling and visualisation of spatiotemporal data for urban studies

The proportion of population living in or around cites is more important than ever. Urban sprawl and car dependence have taken over the pedestrian-friendly compact city. Environmental problems like air pollution, land waste or noise, and health problems are the result of this still continuing process. The urban planners have to find solutions to these complex problems, and at the same time insure the economic performance of the city and its surroundings. At the same time, an increasing quantity of socio-economic and environmental data is acquired. In order to get a better understanding of the processes and phenomena taking place in the complex urban environment, these data should be analysed. Numerous methods for modelling and simulating such a system exist and are still under development and can be exploited by the urban geographers for improving our understanding of the urban metabolism. Modern and innovative visualisation techniques help in communicating the results of such models and simulations. This thesis covers several methods for analysis, modelling, simulation and visualisation of problems related to urban geography. The analysis of high dimensional socio-economic data using artificial neural network techniques, especially self-organising maps, is showed using two examples at different scales. The problem of spatiotemporal modelling and data representation is treated and some possible solutions are shown. The simulation of urban dynamics and more specifically the traffic due to commuting to work is illustrated using multi-agent micro-simulation techniques. A section on visualisation methods presents cartograms for transforming the geographic space into a feature space, and the distance circle map, a centre-based map representation particularly useful for urban agglomerations. Some issues on the importance of scale in urban analysis and clustering of urban phenomena are exposed. A new approach on how to define urban areas at different scales is developed, and the link with percolation theory established. Fractal statistics, especially the lacunarity measure, and scale laws are used for characterising urban clusters. In a last section, the population evolution is modelled using a model close to the well-established gravity model. The work covers quite a wide range of methods useful in urban geography. Methods should still be developed further and at the same time find their way into the daily work and decision process of urban planners. La part de personnes vivant dans une région urbaine est plus élevé que jamais et continue à croître. L'étalement urbain et la dépendance automobile ont supplanté la ville compacte adaptée aux piétons. La pollution de l'air, le gaspillage du sol, le bruit, et des problèmes de santé pour les habitants en sont la conséquence. Les urbanistes doivent trouver, ensemble avec toute la société, des solutions à ces problèmes complexes. En même temps, il faut assurer la performance économique de la ville et de sa région. Actuellement, une quantité grandissante de données socio-économiques et environnementales est récoltée. Pour mieux comprendre les processus et phénomènes du système complexe "ville", ces données doivent être traitées et analysées. Des nombreuses méthodes pour modéliser et simuler un tel système existent et sont continuellement en développement. Elles peuvent être exploitées par le géographe urbain pour améliorer sa connaissance du métabolisme urbain. Des techniques modernes et innovatrices de visualisation aident dans la communication des résultats de tels modèles et simulations. Cette thèse décrit plusieurs méthodes permettant d'analyser, de modéliser, de simuler et de visualiser des phénomènes urbains. L'analyse de données socio-économiques à très haute dimension à l'aide de réseaux de neurones artificiels, notamment des cartes auto-organisatrices, est montré à travers deux exemples aux échelles différentes. Le problème de modélisation spatio-temporelle et de représentation des données est discuté et quelques ébauches de solutions esquissées. La simulation de la dynamique urbaine, et plus spécifiquement du trafic automobile engendré par les pendulaires est illustrée à l'aide d'une simulation multi-agents. Une section sur les méthodes de visualisation montre des cartes en anamorphoses permettant de transformer l'espace géographique en espace fonctionnel. Un autre type de carte, les cartes circulaires, est présenté. Ce type de carte est particulièrement utile pour les agglomérations urbaines. Quelques questions liées à l'importance de l'échelle dans l'analyse urbaine sont également discutées. Une nouvelle approche pour définir des clusters urbains à des échelles différentes est développée, et le lien avec la théorie de la percolation est établi. Des statistiques fractales, notamment la lacunarité, sont utilisées pour caractériser ces clusters urbains. L'évolution de la population est modélisée à l'aide d'un modèle proche du modèle gravitaire bien connu. Le travail couvre une large panoplie de méthodes utiles en géographie urbaine. Toutefois, il est toujours nécessaire de développer plus loin ces méthodes et en même temps, elles doivent trouver leur chemin dans la vie quotidienne des urbanistes et planificateurs.

L'exploitation des traces dans les accidents de la circulation

Les investigations dans le milieu des accidents de la circulation sont très complexes. Elles nécessitent la mise en oeuvre d'un grand nombre de spécialités venant de domaines très différents. Si certains de ces domaines sont déjà bien exploités, d'autres demeurent encore incomplets et il arrive de nos jours d'observer des lacunes dans la pratique, auxquelles il est primordial de remédier.Ce travail de thèse, intitulé « l'exploitation des traces dans les accidents de la circulation », est issu d'une réflexion interdisciplinaire entre de multiples aspects des sciences forensiques. Il s'agit principalement d'une recherche ayant pour objectif de démontrer les avantages découlant d'une synergie entre les microtraces et l'étude de la dynamique d'un accident. Afin de donner une dimension très opérationnelle à ce travail, l'ensemble des démarches entreprises a été axé de manière à optimiser l'activité des premiers intervenants sur les lieux.Après une partie introductive et ayant trait au projet de recherche, traitant des aspects théoriques de la reconstruction d'une scène d'accident, le lecteur est invité à prendre connaissance de cinq chapitres pratiques, abordés selon la doctrine « du général au particulier ». La première étape de cette partie pratique concerne l'étude de la morphologie des traces. Des séquences d'examens sont proposées pour améliorer l'interprétation des contacts entre véhicules et obstacles impliqués dans un accident. Les mécanismes de transfert des traces de peinture sont ensuite étudiés et une série de tests en laboratoire est pratiquée sur des pièces de carrosseries automobiles. Différents paramètres sont ainsi testés afin de comprendre leur impact sur la fragilité d'un système de peinture. Par la suite, une liste de cas traités (crash-tests et cas réels), apportant des informations intéressantes sur le traitement d'une affaire et permettant de confirmer les résultats obtenus est effectuée. Il s'ensuit un recueil de traces, issu de l'expérience pratique acquise et ayant pour but d'aiguiller la recherche et le prélèvement sur les lieux. Finalement, la problématique d'une banque de données « accident », permettant une gestion optimale des traces récoltées est abordée.---The investigations of traffic accidents are very complex. They require the implementation of a large number of specialties coming from very different domains. If some of these domains are already well exploited, others remain still incomplete and it happens nowadays to observe gaps in the practice, which it is essential to remedy. This thesis, entitled "the exploitation of traces in traffic accidents", arises from a multidisciplinary reflection between the different aspects of forensic science. It is primarily a research aimed to demonstrate the benefits of synergy between microtrace evidence and accidents dynamics. To give a very operational dimension to this work, all the undertaken initiatives were centred so as to optimise the activity of the first participants on the crime scene.After an introductory part treating theoretical aspects of the reconstruction of an accident scene the reader is invited to get acquainted with five practical chapters, according to the doctrine "from general to particular". For the first stage of this practical part, the problem of the morphology of traces is approached and sequences of examinations are proposed to improve the interpretation of the contacts between vehicles and obstacles involved in an accident. Afterwards, the mechanisms of transfer of traces of paint are studied and a series of tests in laboratory is practised on pieces of automobile bodies. Various parameters are thus tested to understand their impact on the fragility of a system of paint. It follows that a list of treated cases (crash-tests and real cases) is created, allowing to bring interesting information on the treatment of a case and confirm the obtained results. Then, this work goes on with a collection of traces, stemming from the acquired experience that aims to steer the research and the taking of evidence on scenes. Finally, the practical part of this thesis ends with the problem of a database « accident », allowing an optimal management of the collected traces.

Accuracy of prehospital triage of trauma patients by emergency physicians: a retrospective study in western Switzerland.

OBJECTIVE: Accurate identification of major trauma patients in the prehospital setting positively affects survival and resource utilization. Triage algorithms using predictive criteria of injury severity have been identified in paramedic-based prehospital systems. Our rescue system is based on prehospital paramedics and emergency physicians. The aim of this study was to evaluate the accuracy of the prehospital triage performed by physicians and to identify the predictive factors leading to errors of triage.METHODS: Retrospective study of trauma patients triaged by physicians. Prehospital triage was analyzed using criteria defining major trauma victims (MTVs, Injury Severity Score >15, admission to ICU, need for immediate surgery and death within 48 h). Adequate triage was defined as MTVs oriented to the trauma centre or non-MTV (NMTV) oriented to regional hospitals.RESULTS: One thousand six hundred and eighti-five patients (blunt trauma 96%) were included (558 MTV and 1127 NMTV). Triage was adequate in 1455 patients (86.4%). Overtriage occurred in 171 cases (10.1%) and undertriage in 59 cases (3.5%). Sensitivity and specificity was 90 and 85%, respectively, whereas positive predictive value and negative predictive value were 75 and 94%, respectively. Using logistic regression analysis, significant (P<0.05) predictors of undertriage were head or thorax injuries (odds ratio >2.5). Predictors of overtriage were paediatric age group, pedestrian or 2 wheel-vehicle road traffic accidents (odds ratio >2.0).CONCLUSION: Physicians using clinical judgement provide effective prehospital triage of trauma patients. Only a few factors predicting errors in triage process were identified in this study.

Métropolisation, morphologie urbaine et développement durable : transformations urbaines et régulation de l'étalement : le cas de l'agglomération lausannoise

Résumé Métropolisation, morphologie urbaine et développement durable. Transformations urbaines et régulation de l'étalement : le cas de l'agglomération lausannoise. Cette thèse s'inscrit clans la perspective d'une analyse stratégique visant à un définir et à expliciter les liens entre connaissance, expertise et décision politique. L'hypothèse fondamentale qui oriente l'ensemble de ce travail est la suivante : le régime d'urbanisation qui s'est imposé au cours des trente dernières années correspond à une transformation du principe morphogénétique de développement spatial des agglomérations qui tend à alourdir leurs bilans écologiques et à péjorer la qualité du cadre de vie des citadins. Ces enjeux environnementaux liés aux changements urbains et singulièrement ceux de la forme urbaine constituent un thème de plus en plus important dans la recherche de solutions d'aménagement urbain dans une perspective de développement durable. Dans ce contexte, l'aménagement urbain devient un mode d'action et une composante de tout premier ordre des politiques publiques visant un développement durable à l'échelle locale et globale. Ces modalités de développement spatial des agglomérations émergent indiscutablement au coeur de la problématique environnementale. Or si le concept de développement durable nous livre une nouvelle de de lecture des territoires et de ses transformations, en prônant le modèle de la ville compacte et son corollaire la densification, la traduction à donner à ce principe stratégique reste controversée, notamment sous l'angle de l'aménagement du territoire et des stratégies de développement urbain permettant une mise en oeuvre adéquate des solutions proposées. Nous avons ainsi tenté dans ce travail de répondre à un certain nombre de questions : quelle validité accorder au modèle de la ville compacte ? La densification est-elle une réponse adéquate ? Si oui, sous quelles modalités ? Quelles sont, en termes de stratégies d'aménagement, les alternatives durables au modèle de la ville étalée ? Faut-il vraiment densifier ou simplement maîtriser la dispersion ? Notre objectif principal étant in fine de déterminer les orientations et contenus urbanistiques de politiques publiques visant à réguler l'étalement urbain, de valider la faisabilité de ces principes et à définir les conditions de leur mise en place dans le cas d'une agglomération. Pour cela, et après avoir choisi l'agglomération lausannoise comme terrain d'expérimentation, trois approches complémentaires se sont révélées indispensables dans ce travail 1. une approche théorique visant à définir un cadre conceptuel interdisciplinaire d'analyse du phénomène urbain dans ses rapports à la problématique du développement durable liant régime d'urbanisation - forme urbaine - développement durable ; 2. une approche méthodologique proposant des outils d'analyse simples et efficaces de description des nouvelles morphologies urbaines pour une meilleure gestion de l'environnement urbain et de la pratique de l'aménagement urbain ; 3. une approche pragmatique visant à approfondir la réflexion sur la ville étalée en passant d'une approche descriptive des conséquences du nouveau régime d'urbanisation à une approche opérationnelle, visant à identifier les lignes d'actions possibles dans une perspective de développement durable. Cette démarche d'analyse nous a conduits à trois résultats majeurs, nous permettant de définir une stratégie de lutte contre l'étalement. Premièrement, si la densification est acceptée comme un objectif stratégique de l'aménagement urbain, le modèle de la ville dense ne peut être appliqué saris la prise en considération d'autres objectifs d'aménagement. Il ne suffit pas de densifier pour réduire l'empreinte écologique de la ville et améliorer la qualité de vie des citadins. La recherche d'une forme urbaine plus durable est tributaire d'une multiplicité de facteurs et d'effets de synergie et la maîtrise des effets négatifs de l'étalement urbain passe par la mise en oeuvre de politiques urbaines intégrées et concertées, comme par exemple prôner la densification qualifiée comme résultante d'un processus finalisé, intégrer et valoriser les transports collectifs et encore plus la métrique pédestre avec l'aménagement urbain, intégrer systématiquement la diversité à travers les dimensions physique et sociale du territoire. Deuxièmement, l'avenir de ces territoires étalés n'est pas figé. Notre enquête de terrain a montré une évolution des modes d'habitat liée aux modes de vie, à l'organisation du travail, à la mobilité, qui font que l'on peut penser à un retour d'une partie de la population dans les villes centres (fin de la toute puissance du modèle de la maison individuelle). Ainsi, le diagnostic et la recherche de solutions d'aménagement efficaces et viables ne peuvent être dissociés des demandes des habitants et des comportements des acteurs de la production du cadre bâti. Dans cette perspective, tout programme d'urbanisme doit nécessairement s'appuyer sur la connaissance des aspirations de la population. Troisièmement, la réussite de la mise en oeuvre d'une politique globale de maîtrise des effets négatifs de l'étalement urbain est fortement conditionnée par l'adaptation de l'offre immobilière à la demande de nouveaux modèles d'habitat répondant à la fois à la nécessité d'une maîtrise des coûts de l'urbanisation (économiques, sociaux, environnementaux), ainsi qu'aux aspirations émergentes des ménages. Ces résultats nous ont permis de définir les orientations d'une stratégie de lutte contre l'étalement, dont nous avons testé la faisabilité ainsi que les conditions de mise en oeuvre sur le territoire de l'agglomération lausannoise. Abstract This dissertation participates in the perspective of a strategic analysis aiming at specifying the links between knowledge, expertise and political decision, The fundamental hypothesis directing this study assumes that the urban dynamics that has characterized the past thirty years signifies a trans-formation of the morphogenetic principle of agglomerations' spatial development that results in a worsening of their ecological balance and of city dwellers' quality of life. The environmental implications linked to urban changes and particularly to changes in urban form constitute an ever greater share of research into sustainable urban planning solutions. In this context, urban planning becomes a mode of action and an essential component of public policies aiming at local and global sustainable development. These patterns of spatial development indisputably emerge at the heart of environmental issues. If the concept of sustainable development provides us with new understanding into territories and their transformations, by arguing in favor of densification, its concretization remains at issue, especially in terms of urban planning and of urban development strategies allowing the appropriate implementations of the solutions offered. Thus, this study tries to answer a certain number of questions: what validity should be granted to the model of the dense city? Is densification an adequate answer? If so, under what terms? What are the sustainable alternatives to urban sprawl in terms of planning strategies? Should densification really be pursued or should we simply try to master urban sprawl? Our main objective being in fine to determine the directions and urban con-tents of public policies aiming at regulating urban sprawl, to validate the feasibility of these principles and to define the conditions of their implementation in the case of one agglomeration. Once the Lausanne agglomeration had been chosen as experimentation field, three complementary approaches proved to be essential to this study: 1. a theoretical approach aiming at definying an interdisciplinary conceptual framework of the ur-ban phenomenon in its relation to sustainable development linking urban dynamics - urban form - sustainable development ; 2. a methodological approach proposing simple and effective tools for analyzing and describing new urban morphologies for a better management of the urban environment and of urban planning practices 3. a pragmatic approach aiming at deepening reflection on urban sprawl by switching from a descriptive approach of the consequences of the new urban dynamics to an operational approach, aiming at identifying possible avenues of action respecting the principles of sustainable development. This analysis approach provided us with three major results, allowing us to define a strategy to cur-tail urban sprawl. First, if densification is accepted as a strategic objective of urban planning, the model of the dense city can not be applied without taking into consideration other urban planning objectives. Densification does not suffice to reduce the ecological impact of the city and improve the quality of life of its dwellers. The search for a more sustainable urban form depends on a multitude of factors and effects of synergy. Reducing the negative effects of urban sprawl requires the implementation of integrated and concerted urban policies, like for example encouraging densification qualified as resulting from a finalized process, integrating and developing collective forms of transportation and even more so the pedestrian metric with urban planning, integrating diversity on a systematic basis through the physical and social dimensions of the territory. Second, the future of such sprawling territories is not fixed. Our research on the ground revea-led an evolution in the modes of habitat related to ways of life, work organization and mobility that suggest the possibility of the return of a part of the population to the center of cities (end of the rule of the model of the individual home). Thus, the diagnosis and the search for effective and sustainable solutions can not be conceived of independently of the needs of the inhabitants and of the behavior of the actors behind the production of the built territory. In this perspective, any urban program must necessarily be based upon the knowledge of the population's wishes. Third, the successful implementation of a global policy of control of urban sprawl's negative effects is highly influenced by the adaptation of property offer to the demand of new habitat models satisfying both the necessity of urbanization cost controls (economical, social, environ-mental) and people's emerging aspirations. These results allowed us to define a strategy to cur-tail urban sprawl. Its feasibility and conditions of implementation were tested on the territory of the Lausanne agglomeration.

Analyse de réseau piéton et gestion scolaire: sinuosité, centricité et transport optimal régularisé

Que ce soit d'un point de vue, urbanistique, social, ou encore de la gouvernance, l'évolution des villes est un défi majeur de nos sociétés contemporaines. En offrant la possibilité d'analyser des configurations spatiales et sociales existantes ou en tentant de simuler celles à venir, les systèmes d'information géographique sont devenus incontournables dans la gestion et dans la planification urbaine. En cinq ans la population de la ville de Lausanne est passée de 134'700 à 140'570 habitants, alors que les effectifs de l'école publique ont crû de 12'200 à 13'500 élèves. Cet accroissement démographique associé à un vaste processus d'harmonisation de la scolarité obligatoire en Suisse ont amené le Service des écoles à mettre en place et à développer en collaboration avec l'université de Lausanne des solutions SIG à même de répondre à différentes problématiques spatiales. Établies en 1989, les limites des établissements scolaires (bassins de recrutement) ont dû être redéfinies afin de les réadapter aux réalités d'un paysage urbain et politique en pleine mutation. Dans un contexte de mobilité et de durabilité, un système d'attribution de subventions pour les transports publics basé sur la distance domicile-école et sur l'âge des écoliers, a été conçu. La réalisation de ces projets a nécessité la construction de bases de données géographiques ainsi que l'élaboration de nouvelles méthodes d'analyses exposées dans ce travail. Cette thèse s'est ainsi faite selon une dialectique permanente entre recherches théoriques et nécessités pratiques. La première partie de ce travail porte sur l'analyse du réseau piéton de la ville. La morphologie du réseau est investiguée au travers d'approches multi-échelles du concept de centralité. La première conception, nommée sinuo-centralité ("straightness centrality"), stipule qu'être central c'est être relié aux autres en ligne droite. La deuxième, sans doute plus intuitive, est intitulée centricité ("closeness centrality") et exprime le fait qu'être central c'est être proche des autres (fig. 1, II). Les méthodes développées ont pour but d'évaluer la connectivité et la marchabilité du réseau, tout en suggérant de possibles améliorations (création de raccourcis piétons). Le troisième et dernier volet théorique expose et développe un algorithme de transport optimal régularisé. En minimisant la distance domicile-école et en respectant la taille des écoles, l'algorithme permet de réaliser des scénarios d'enclassement. L'implémentation des multiplicateurs de Lagrange offre une visualisation du "coût spatial" des infrastructures scolaires et des lieux de résidence des écoliers. La deuxième partie de cette thèse retrace les aspects principaux de trois projets réalisés dans le cadre de la gestion scolaire. À savoir : la conception d'un système d'attribution de subventions pour les transports publics, la redéfinition de la carte scolaire, ou encore la simulation des flux d'élèves se rendant à l'école à pied. *** May it be from an urbanistic, a social or from a governance point of view, the evolution of cities is a major challenge in our contemporary societies. By giving the opportunity to analyse spatial and social configurations or attempting to simulate future ones, geographic information systems cannot be overlooked in urban planning and management. In five years, the population of the city of Lausanne has grown from 134'700 to 140'570 inhabitants while the numbers in public schools have increased from 12'200 to 13'500 students. Associated to a considerable harmonisation process of compulsory schooling in Switzerland, this demographic rise has driven schooling services, in collaboration with the University of Lausanne, to set up and develop GIS capable of tackling various spatial issues. Established in 1989, the school districts had to be altered so that they might fit the reality of a continuously changing urban and political landscape. In a context of mobility and durability, an attribution system for public transport subventions based on the distance between residence and school and on the age of the students was designed. The implementation of these projects required the built of geographical databases as well as the elaboration of new analysis methods exposed in this thesis. The first part of this work focuses on the analysis of the city's pedestrian network. Its morphology is investigated through multi-scale approaches of the concept of centrality. The first conception, named the straightness centrality, stipulates that being central is being connected to the others in a straight line. The second, undoubtedly more intuitive, is called closeness centrality and expresses the fact that being central is being close to the others. The goal of the methods developed is to evaluate the connectivity and walkability of the network along with suggesting possible improvements (creation of pedestrian shortcuts).The third and final theoretical section exposes and develops an algorithm of regularised optimal transport. By minimising home to school distances and by respecting school capacity, the algorithm enables the production of student allocation scheme. The implementation of the Lagrange multipliers offers a visualisation of the spatial cost associated to the schooling infrastructures and to the student home locations. The second part of this thesis recounts the principal aspects of three projects fulfilled in the context of school management. It focuses namely on the built of an attribution system for public transport subventions, a school redistricting process and on simulating student pedestrian flows.