European aspen and hybrid aspen under changing environment : Leaf traits, growth and litter decomposition

Understanding the responses of species and ecosystems to human-induced global environmental change has become a high research priority. The main aim of this thesis was to investigate how certain environmental factors that relate to global change affect European aspen (Populus tremula), a keystone species in boreal forests, and hybrid aspen (P. tremula × P. tremuloides), cultivated in commercial plantations. The main points under consideration were the acclimatization potential of aspen through changes in leaf morphology, as well as effects on growth, leaf litter chemistry and decomposition. The thesis is based on two experiments, in which young aspen (< 1 year) were exposed either to an atmospheric pollutant [elevated ozone (O3)] or variable resource availability [water, nitrogen (N)]; and two field studies, in which mature trees (> 8 years) were growing in environments exposed to multiple environmental stress factors (roadside and urban environments). The field studies included litter decomposition experiments. The results show that young aspen, especially the native European aspen, was sensitive to O3 in terms of visible leaf injuries. Elevated O3 resulted in reduced biomass allocation to roots and accelerated leaf senescence, suggesting negative effects on growth in the long term. Water and N availability modified the frost hardening of young aspen: High N supply, especially when combined with drought, postponed the development of frost hardiness, which in turn may predispose trees to early autumn frosts. This effect was more pronounced in European aspen. The field studies showed that mature aspen acclimatized to roadside and urban environments by producing more xeromorphic leaves. Leaf morphology was also observed to vary in response to interannual climatic variation, which further indicates the ability of aspen for phenotypic plasticity. Intraspecific variation was found in several of the traits measured, although intraspecific differences in response to the abiotic factors examined were generally small throughout the studies. However, some differences between clones were found in sensitivity to O3 and the roadside environment. Aspen leaf litter decomposition was retarded in the roadside environment, but only initially. By contrast, decomposition was found to be faster in the urban than the rural environment throughout the study. The higher quality of urban litter (higher in N, lower in lignin and phenolics), as well as higher temperature, N deposition and humus pH at the urban site were factors likely to promote decay. The phenotypic plasticity combined with intraspecific variation found in the studies imply that aspen has potential for withstanding environmental changes, although some global change factors, such as rising O3 levels, may adversely affect its performance. The results also suggest that the multiple environmental changes taking place in urban areas which correspond closely with the main drivers of global change can modify ecosystem functioning by promoting litter decomposition, mediated partly by alterations in leaf litter quality.

Expediency of Penetration Ratio and Evaluation of Mean Throughput for Safety and Commercial Applications in VANETs

Vehicular ad hoc network (VANET) applications are principally categorized into safety and commercial applications. Efficient traffic management for routing an emergency vehicle is of paramount importance in safety applications of VANETs. In the first case, a typical example of a high dense urban scenario is considered to demonstrate the role of penetration ratio for achieving reduced travel time between source and destination points. The major requirement for testing these VANET applications is a realistic simulation approach which would justify the results prior to actual deployment. A Traffic Simulator coupled with a Network Simulator using a feedback loop feature is apt for realistic simulation of VANETs. Thus, in this paper, we develop the safety application using traffic control interface (TraCI), which couples SUMO (traffic simulator) and NS2 (network simulator). Likewise, the mean throughput is one of the necessary performance measures for commercial applications of VANETs. In the next case, commercial applications have been considered wherein the data is transferred amongst vehicles (V2V) and between roadside infrastructure and vehicles (I2V), for which the throughput is assessed.

沈阳城市森林生态系统健康与管理研究

本文系统研究了沈阳城市森林的布局与结构、城市森林功能、城市森林病虫害发生与树木健康状况和城市自然资源与社会经济状况等指标对沈阳城市森林生态系统健康与管理的影响。同时一，采用2种生态系统健康评价方法对沈阳城市森林生态系统健康状况进行了评价，并提出了沈阳城市森林生态系统健康管理的对策。研究结果如下：1、截至2004年末，沈阳城市森林植被覆盖率已经达到35％，城市森林林地分布基本合理，但需要进一步加强道路林地、居住区林地和城郊大面积生态林建设。2、沈阳城市森林以乔木为主，乔灌株数比为1.7：1，乔灌的覆盖度比约为7:1。3、沈阳城市森林不同类型林地中植物组成不同。公园林地中有74个属，137个种（变种）；庭院林地中有53个属，104个种（变种）；居住区林地中有45个属，81个种（变种）；道路林地中有43个属，94个种（变种）；运河风景林地中有75个属，142个种（变种）；棋盘山风景林地中有48个属，118个种（变种）。4、公园林地、庭院林地、居住区林地、道路林地和运河风景林地的Shannon一Wiener多样性指数分别为2.78、3.05、3.15、3.18和3.18，均匀度指数分别为0.56、0.66、0.72、0.70和0.64。除了棋盘山风景林地外，沈阳城市森林中栽植总量超过乔木总量5％的乔木树种有7个属，分别为李、柳树、杨树、桧柏、榆树、槐树和银杏，7种树木总量达到了全部乔木总量的82.09％；栽植总量超过灌木总量5％的灌木树种也有7个属，分别为水腊、丁香、李属，小聚、玫瑰、忍冬和连翘，7个属灌木总量达到了全部灌木总量的87.92％。5、公园林地、庭院林地、道路林地和防护林地中OBH＜20cm、20cm＜DBH＜60cm和DBH＞60cm树木的比例分别为：57.9％、40.0％、2.1％，49.2％、47.8％、3.0％，65.3％、33.1％、1.6％和64.6％、34.9％、0.5％，表明沈阳城市森林树木的规格总体上偏小。6、经样方调查和CITYgreen模型计算，沈阳城市森林的生态效益约2.0亿USD／yr.。公园林地、庭院林地和风景林地的景观指标相对较高；道路林地和居住区林地的景观效果一般；防护林地的景观效果较差。7、目前已经发现的沈阳城市森林病害约600余种，虫害约700余种，其中杨树主要病虫害39种，柳树的主要病虫害有33种，榆树和槐树的主要病虫害均为，1种。杨柳树腐烂病、光肩星天牛、天幕毛虫、桃红颈天牛和美国白蛾等是近10年来沈阳城市森林中普遍发生和造成严重危害的主要病虫害。沈阳城市森林主要树木的平均健康指数为2.68，处于一般健康状态。8、沈阳城市森林的土壤和水资源状况均不利于树木的健康生长，沈阳的社会经济发展也有待于进一步提高。9、经过生物指示物法（光肩星天牛为生物指示物）、专家权重法、公众问卷调查和对比研究，沈阳城市森林生态系统总体上处于亚健康状态。10、通过对沈阳城市森林资源、管理状况的调查研究和健康状况的评价，本文提出了沈阳城市森林生态系统健康管理的对策，包括合理规划沈阳城市森林林地布局，增加道路林地、居住区林地和城郊林地的面积和植被覆盖率；调整树木种类组成，避免单一或少数树种的大量栽植，提高生物多样性水平；保护大树和古树；增加城市森林管理资金的投入；应用先进技术，采取科学的病虫害防治和植物养护方法，促进树木的健康生长等。This project systematically studied the urban forest ecosystem health and management in Shenyang. The study explored factors, such as urban forest structure, distribution, pests, aesthetic value, ecological benefit, natural resources and socieo-economic status, that affecting the urban forest ecosystem health and management. Two methods were used to evaluate the ecosystem health. This project also proposed Shenyang's urban forest ecosystem health management strategies. The research results can be summarized as follows: 1. As of the end of 2004, urban forest coverage in Shenyang is about 35%, and is in relatively even patch distribution pattern. However, the street trees and roadside forest patches, residential block forest patches should be enhanced. 2. Trees are the major component of the Shenyang s urban forest, followed by shrubs. The quantity ratio of tree to shrub is about 1.7:1, and the coverage ratio of trees to shrub is about 7:1. 3. Species composition varies by location. There are 74 genera, 137 species (including varieties) in the public parks; 53 genera, 104 species (and var.) in the green spaces of the institution (including school), factory, and company; 45 genera, 81 species (var.) in residential blocks; 43 genera, 94 species (var.) in streets and roadside forest patches; 75 genera, 142 species (var.) in the Canal landscape forest patches; 48 genera, 118 species (var.) in the Qipan Mountain recreation forest. 4. The Shannon-Woener indices varies in parks, in institution, factory, and company yards, in streets and roadside forest patches, in residential blocks.there are 2.78, 3.05, 3.18, 3.15, 3.18, respectively; and the evenness indices are 0.56, 0.66, 0.70, 0.72, 0.64, respectively. Besides the Qipan Mountain forest patches, trees of 7 genera, Prunus spp., Salix spp., Populus spp., Sabina spp., Ulmus spp., Robinia spp. and Ginkgo biloba are of more than 5% the total urban trees, respectively. In fact, trees from these 7 genera are about 82% of all trees in Shenyang's urban forests. In terms of shrubs, species of 7 genera, Ligustrum spp., Syringa spp., Prunus spp., Berberis spp., Rosa spp., Lonicera spp., and Forsythia spp. are more than 5% the total urban shrubs, respectively. 88% of all the shrubs in Shenyang s urban forest are from these 7 genera. 5. The diameter class of DBH<20cm, 20cm60cm of trees in parks, in institution, factory, and company yards, in in streets and roadside forests, and in protective forests are 57.9%, 40.0%, 2.1%; 49.2%, 47.8%, 3.0%; 65.3%, 33.1%, 1.6%; and 64.6%, 34.9%, 0.5%, respectively. The result indicated that the DBH is relatively small in Shenyang s urban forests. 6. Using random plots sampling and CITYgreen model calculation, the ecological benefit of Shenyang's urban is about 0.2 billion US dollars per year. The aesthetic value of parks, institution and company yards, and scenary forest patches is relative high; however, the aesthetic value of protective forest patches is low. 7. There are more than 600 types of diseases and more than 700 kinds of insects in Shenyang's urban forest. Among them, Populus spp., Salix spp., Ulmus spp. and Robinia spp., are attached mainly by 39, 33, 11, and 11, difference types of pests respectively. The rot disease of the Populus spp. and Salix spp., and the insects such as, Anoplophora glabripennis, Malacosoma neustria, Aromia bungii, and Hyphantria cunea are major pests in Shenyang s urban forest for the past 10 years. The trees health condition is relatively poor by having the average health index of 2.68 for major species. 8. The urban soil and water resource are not favorable to tree's growth in Shenyang, and so is the socieo-economic status. 9. Through using bio-indicator, professional and public evaluation, and comparision with other urban forests, it can be concluded that the status of Shenyang s urban forest is not very healthy in general. 10. To improve the urban forest ecosystem health in Shenyang, a better urban forest design need to be implemented to enhance the area and vegetation coverage of the street and roadside forests, the residential block forests, and the surburb forest Species biodiversity need to be enhanced by adjust the species composition of urban forest trees to reduce the single or several tree species populations and to plant more varieties. A better fundings for urban forest health management need to be budgeted. Advanced technologies in tree care and scientific measures to control pests need to be adopted to prove better care for plants and to keep trees grow healthfully.

Sectoral impacts on the diversity of carabid beetles (Coleoptera: Carabidae) and their associated ecosystem service of biocontrol

This thesis aimed to provide an understanding of how human-induced changes in the economic sectors of agriculture and transport affect carabid diversity, potential carabidmediated biocontrol and predator-pest interactions. The research involved both observational and manipulative laboratory and field-based studies. Observational research consisted of two large-scale investigations of (1) the impact of Miscanthus and oilseed rape production (n=45) and (2) the impact of horticultural and ecological based landscaping of roadside verges (n=64). This research is the first record of carabid diversity, potential biocontrol and community assemblage with respect to bioenergy crop production and roadside landscaping in an Irish context and it is also an important addition to the limited knowledge of carabid populations in these ecosystems internationally. Manipulative work involved the examination of the role predator identity, diversity and biomass play in the suppression of pollen beetle larvae (an economically damaging insect pest of oilseed rape in Europe), using a novel experimental design called ‘simplex’. To complement this research, an additional field study on the impact of low and high oilseed rape pesticide management on carabid species richness and abundance, and crop yield, was also conducted. This research is a great contribution to the existing understanding of what constitutes the important components of predator biodiversity and expands the knowledge of the usefulness of carabid predators in the context of pollen beetle larvae control. In particular, the work shows that the abundance or biomass of beetles has an effect that is far larger than the effect of diversity on the capacity of beetles to consume prey. In turn, the field study showed that pesticide applications had little impact on yield, or carabid richness, but that carabid abundance/biomass declined drastically. The work provides compelling evidence that management practices erode the useful components of biodiversity that are essential for the delivery of biocontrol services.

Spatial variability of air pollution in the vicinity of a permanent monitoring station in central Paris

The strong spatial and temporal variability of traffic-related air pollution detected at roadside locations in a number of European cities has raised the question of how representative the site and time period of air quality measurements actually can be. To address this question, a 7-month sampling campaign was carried out on a major road axis (Avenue Leclerc) leading to a very busy intersection (Place Basch) in central Paris, covering the surroundings of a permanent air quality monitoring station. This station has recorded the highest CO and NOx concentrations during recent years in the region of Paris. Diffusive BTX samplers as well as a mobile monitoring unit equipped with real-time CO, NOx and O3 analysers and meteorological instruments were used to reveal the small-scale pollution gradients and their temporal trends near the permanent monitoring station. The diffusive measurements provided 7-day averages of benzene, toluene, xylene and other hydrocarbons at different heights above the ground and distances from the kerb covering summer and winter periods. Relevant traffic and meteorological data were also obtained on an hourly basis. Furthermore, three semiempirical dispersion models (STREET-SRI, OSPM and AEOLIUS) were tested for an asymmetric canyon location in Av. Leclerc. The analysis of this comprehensive data set has helped to assess the representativeness of air quality monitoring information.

An estimate of the global emissions of methyl bromide from automobile exhausts

An estimate of the annual global methyl bromide (CH3Br) emissions from automobile exhausts has been determined by extrapolating the results of a field study conducted in the United Kingdom (UK). A strong linear correlation was observed between the CH3Br and carbon monoxide (CO) concentrations of roadside air in three cities. This correlation and knowledge of the UK CO emissions was used to estimate the source strength of CH3Br from automobile exhausts in the UK (0.04 ktonnes yr−1). Further extrapolations lead to a value of 1.5 ktonnes yr−1 (with an upper limit of 3.0 ktonnes yr−1) of CH3Br released globally to the atmosphere from automobile exhausts.

Multibody modelling of gabion beams for impact applications

Gabions are stone-filled wire containers which are frequently used as retaining walls. However, due to their high mass, relatively low cost and visual appeal, a row of single gabion blocks, joined at the ends, has the potential to be used as a roadside impact absorption device where traditional steel or concrete devices may not be suitable. To evaluate such application, the shear and bending deformation of gabions under vehicle impact need to be investigated. In this paper, the shear response of a single gabion block is analytically modelled and a gabion beam multibody model is developed using a discretisation method to capture the deformability of the gabion structure. The material properties of the gabion beam are adopted from experimental values available in the literature and the modelling is statically validated over a three-point bending test and a distributed loading test. The results show that the discretised multibody modelling can be effectively used to describe the static deformation behaviour of gabion blocks.

First-order characteristics of the person-to-vehicle channel at 5.8 GHz

In this paper we investigate the first order characteristics of the radio channel between a moving vehicle and a stationary person positioned by the side of a road at 5.8 GHz. The experiments considered a transmitter positioned at different locations on both the body and receivers positioned on the vehicle. The transmitter was alternated between positions on the central chest region, back and the wrist (facing the roadside) of the body, with the receivers placed on the outside roof, the outside rear window and the inside dashboard of the vehicle. The Rice fading model was applied to the measurement data to assess its suitability for characterizing this emerging type of wireless channel. The Ricean K factors calculated from the data suggest that a significant dominant component existed in the majority of the channels considered in this study.

A statistical analysis of person–to–vehicle communications channels in an urban environment at 5.8 GHz

In recent years, the embracement of smart devices carried or worn by people have transformed how society interact with one another. This trend has also been observed in the advancement of vehicular networks. Here, developments in wireless technologies for vehicle-to-vehicle (V2V) and vehicle-to-roadside (V2R) communications are leading to a new generation of vehicular networks. A natural extension of both types of networks will be their eventual wireless integration. Both people and vehicles will undoubtedly form integral parts of future mobile networks of people and things. Central to this will be the person-to-vehicle (P2V) communications channel. As the P2V channel will be subject to different signal propagation characteristics than either type of communication system considered in isolation, it is imperative the characteristics of the wireless channel must first be fully understood. To the best of the author's knowledge, this is a topic which has not yet been addressed in the open literature. In this paper we will present our most recent research on the statistical characterization of the 5.8 GHz person-to-vehicle channel in an urban environment.

Assessment of the impact speed and angle conditions for the EN1317 barrier tests

Roadside safety barriers designs are tested with passenger cars in Europe using standard EN1317 in which the impact angle for normal, high and very high containment level tests is 20°. In comparison to EN1317, the US standard MASH has higher impact angles for cars and pickups (25°) and different vehicle masses. Studies in Europe (RISER) and the US have shown values for the 90th percentile impact angle of 30°–34°. Thus, the limited evidence available suggests that the 20° angle applied in EN 1317 may be too low.
The first goal of this paper is to use the US NCHRP database (Project NCHRP 17–22) to assess the distribution of impact angle and collision speed in recent ROR accidents. Second, based on the findings of the statistical analysis and on analysis of impact angles and speeds in the literature, an LS-DYNA finite element analysis was carried out to evaluate the normal containment level of concrete barriers in non-standard collisions. The FE model was validated against a crash test of a portable concrete barrier carried out at the UK Transport Research Laboratory (TRL).
The accident data analysis for run-off road accidents indicates that a substantial proportion of accidents have an impact angle in excess of 20°. The baseline LS-DYNA model showed good comparison with experimental acceleration severity index (ASI) data and the parametric analysis indicates a very significant influence of impact angle on ASI. Accordingly, a review of European run-off road accidents and the configuration of EN 1317 should be performed.

Distribuição por tamanhos do aerosol atmosférico na Península Ibérica

Um dos principais fatores que afetam negativamente a qualidade do ambiente em muitas cidades em todo o mundo é o material particulado (PM). A sua presença na atmosfera pode ter impactos negativos na saúde humana, clima, património edificado e ecossistemas. Muitos dos estudos realizados em áreas urbanas focam apenas as frações respiráveis (PM10 e PM2,5). No entanto, os processos de formação, a identificação das fontes emissoras e os efeitos dependem muito da distribuição granulométrica das partículas. A atenção tem recaído na análise de hidrocarbonetos poliaromáticos (PAHs), devida à sua carcinogenicidade e a informação disponível sobre outros compostos é escassa. O presente estudo consistiu na obtenção do PM distribuído por diferentes frações de tamanho e na análise detalhada da sua composição química, em dois locais urbanos da Península Ibérica (Madrid e Lisboa). Dado que os veículos representam uma das principais fontes emissoras em ambientes urbanos, efetuou-se uma caracterização mais detalhada deste tipo de emissões, conduzindo uma campanha de amostragem num túnel rodoviário (Marquês de Pombal, Lisboa). As amostragens, em ambas as cidades, decorreram durante um mês, quer no verão quer no inverno, em dois locais urbanos distintos, um junto a uma via com influência de tráfego e outro numa área urbana de fundo. No túnel a amostragem foi realizada apenas durante uma semana. Em Madrid e no túnel, o PM foi recolhido utilizando um amostrador de elevado volume com impactor em cascata com quatro tamanhos: 10-2,5, 2,5-0,95, 0,95-0,49 e < 0,49 μm. Em Lisboa, foi utilizado um impactor em cascata com apenas dois tamanhos, 10- 2,5 e < 2,5 μm. As amostras foram quimicamente analisadas e determinadas as concentrações de compostos carbonados (OC, EC e carbonatos), iões inorgânicos solúveis em água (Cl−, NO3−, SO42−, Na+, NH4+, K+, Mg2+, Ca2+),metais e compostos orgânicos. Em Madrid, as concentrações médias de PM10 foram 44 e 48% maiores nas amostras recolhidas junto à estrada do que as de fundo urbano no verão e inverno, respetivamente. A fração grosseira e o PM0,5 apresentaram concentrações mais elevadas no verão do que no inverno devido às condições climatéricas pouco usuais. No verão, as amostragens decorreram num mês em que as temperaturas foram muito elevadas e em que ocorreram vários episódios de intrusão de poeira africana. Durante o período de amostragem de inverno, as temperaturas foram muito baixas e registaram-se vários dias de precipitação quer sob a forma de chuva, quer sob a forma de neve. As situações meteorológicas sinóticas mais comuns, incluindo aquelas que causam o transporte de massas de ar com poeiras Africanas, foram identificadas em ambas as estações do ano. As concentrações mássicas de PM10, EC e OC foram encontrados predominantemente na fração de tamanho ultrafino em ambos os locais de amostragem e estações do ano. Nas restantes frações não se observou nenhuma tendência sazonal. O carbono orgânico secundário (SOC) mostrou um claro padrão sazonal, com concentrações muito mais elevadas no verão do que no inverno, em ambos os lugares. A partir do balanço mássico de iões, observou-se que, no verão, a formação de compostos inorgânicos secundários (SIC) conduziu a um enriquecimento pouco comum de Ca2+ na fração submicrométrica, quer nas amostras de tráfego, quer em fundo urbano. Os alcanos, PAHs, os álcoois e os ácidos foram as classes de compostos orgânicos identificados e quantificados no material particulado. Globalmente, representaram 0,26 e 0,11 μg m−3 no verão e inverno, respetivamente, no local de tráfego e 0,28 e 0,035 μg m−3 na área urbana de fundo. Os diferentes compostos orgânicos também apresentaram padrões sazonais, sugerindo fontes de emissão (e.g. escapes dos veículos e fontes biogénicas) ou processos de formação com contribuições variáveis ao longo do ano. As concentrações de benzoapireno equivalente foram menores que 1 ng m-3 e o risco carcinogénico estimado é baixo. No verão, os maiores enriquecimentos de metais ocorreram na fração submicrométrica, e no inverno na fração grosseira. No verão, os enriquecimentos foram ≥ 80% para o Mn, Ni, Cu, Zn, Cd, Sb e Co, no inverno, estes traçadores de emissões do tráfego foram menores, exceto para o Zn. Em Lisboa, a concentração média de PM10 foi de 48 μg m-3 no verão e de 44 μg m-3 no inverno, junto à estrada. Na área de fundo urbano, registaram-se níveis comparáveis nas duas estações (27 μg m-3 e 26 μg m-3). A média do rácio PM2,5/PM10 foi de 65% no verão e 44% no inverno na área de tráfego e 62% e 59% na área urbana de fundo. Estes resultados significam que o PM2,5 é um dos principais contaminantes que afetam a qualidade do ar no centro da cidade de Lisboa. A relação OC/EC, que reflete a composição das emissões de combustão dos veículos, variou entre 0,3 e 0,4 no interior do túnel. Os rácios de OC/EC mínimos obtidos junto às vias de tráfego em Madrid e em Lisboa encontram-se entre os do túnel e os registados em atmosferas urbanas de fundo, sugerindo que os valores mínimos habitualmente obtidos para este parâmetro em ambientes urbanos abertos sobrestimam as emissões diretas de OC pelo transporte rodoviário. Espera-se que os resultados deste trabalho contribuam para suprir, pelo menos em parte, as lacunas de informação quer sobre a composição de várias granulometrias de PM, quer sobre fontes e processos de formação em atmosferas urbanas. Como a exposição a poluentes do ar ultrapassa o controle dos indivíduos e exige ação das autoridades públicas a nível nacional, regional e até mesmo internacional, é importante propor medidas mitigadoras focadas nas principais fontes de emissão identificadas.

Le routage de l’information dans les réseaux véhiculaires mobiles

Les réseaux véhiculaires mobiles, ou Vehicular Ad-hoc NETworks (VANETs), existent depuis les années 80, mais sont de plus en plus développés depuis quelques années dans différentes villes à travers le monde. Ils constituent un apport d’informations aux réseaux routiers grâce à la mise en place de communications entre ses constituants : principalement les véhicules, mais aussi certaines infrastructures de bords de routes liées directement aux automobilistes (feux de circulation, parcomètres, infrastructures spécialisées pour les VANETs et bien d’autres). L’ajout des infrastructures apporte un support fixe à la dissémination des informations dans le réseau. Le principal objectif de ce type de réseau est d’améliorer la sécurité routière, les conditions de circulations, et d’apporter aux conducteurs et aux passagers quelques applications publicitaires ou de divertissement. Pour cela, il est important de faire circuler l’information de la manière la plus efficace possible entre les différents véhicules. L’utilisation des infrastructures pour la simulation de ces réseaux est bien souvent négligée. En effet, une grande partie des protocoles présentés dans la littérature simulent un réseau ad-hoc avec des noeuds se déplaçant plus rapidement et selon une carte définie. Cependant, ils ne prennent pas en compte les spécificités même d’un réseau véhiculaire mobile. Le routage de l’information dans les réseaux véhiculaires mobiles utilise les infrastructures de façon certes opportuniste, mais à terme, les infrastructures seront très présentes dans les villes et sur les autoroutes. C’est pourquoi nous nous sommes concentrés dans ce mémoire à l’étude des variations des différentes métriques du routage de l’information lors de l’ajout d’infrastructures sur une autoroute avec l’utilisation du protocole de routage AODV. De plus, nous avons modifié le protocole AODV afin d’obliger les messages à emprunter le chemin passant par les infrastructures si celles-ci sont disponibles. Les résultats présentés sont encourageants, et nous montrent qu’il est important de simuler les réseaux VANETs de manière complète, en considérant les infrastructures.