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Tesis por compendio / It was not that long ago, just in the first half on the 1990s, when mobile phones were first introduced, being big and expensive. All you could do with them was to make phone calls. Since then mobile devices have experienced a great technological advance: we carry smartphones in our pockets that provide Internet access, having accelerometers that can measure acceleration, a gyroscope that can provide orientation information, different wireless interfaces such as Bluetooth connections, and above all, great computing power. On the other hand, the automobile industry has evolved significantly during the last 10 years. One of the most exciting advances in vehicle development is vehicle-to-vehicle V2V communication, which allows cars to communicate with each other over a dedicated Wi-Fi band, and share information about vehicle speed, route direction, traffic flow, and road and weather conditions. An example of such a system is GM's (General Motors) OnStar, introduced in 1996, and that provides automatic response in case of an accident, stolen-vehicle recovery, remote door unlock, and vehicle diagnostics. Also, the standard On Board Diagnosis (OBD-II), available for several years, allows us to connect to the Electronic Control Unit (ECU) via a Bluetooth OBD-II connector. This connection interface allows connectivity between the smartphone and the vehicle, and can be purchased for just over 15 euros. The spectrum of possibilities that arise when combining the car and the smartphone is unlimited, such as performing the diagnosis of the car by assuming the tasks performed by the car's On Board Unit (OBU), or sending the collected data to a platform where the diagnosis or maintenance of the system can be realized in order to detect possible faults, help you to save gas and reduce environment pollution, and notify you of your car's problems, among other features. The general objective pursued with this doctoral thesis is to help drivers to correct bad habits in their driving. To achieve this we promote the combination between smartphones and vehicular networks to design and develop a platform able to offer useful tips to achieve safer driving and greater fuel economy. It is well-known that intelligent driving can lead to lower fuel consumption, with the consequent positive impact on the environment. The proposal that has been carried out in this doctoral thesis begins with the data capture from the vehicles' OBD-II port and data analysis through the use of graphs, maps, and statistics, both, on the server itself and in the smartphone's application developed. We applied data mining techniques and neural networks to analyze, study and generate a classiffication on driving styles based on the analysis of the characteristics of each specific route used for testing. In a second phase, we demostrate the relationship between fuel consumption and driving style. To achieve that goal, the first thing that we had to realize was how to apply different algorithms for the instantaneous consumption calculation (this parameter cannot be obtained directly from the vehicle ECU). Later, we studied and analyzed all data that was collected from the drivers who shared their monitored data with the server. Although drivers do not recognize themselves as being in a state of anxiety while driving, they are more stressed than in any other daily activity, for example, when trying to stay in the right lane, keeping the car at a certain speed, and starting and stopping the vehicle. In general, drivers are more concentrated than they think, which causes an increase in the heart rate. Many factors influence heart rate while at rest, e.g. stress, medications, medical conditions, even genes play a role. In our study we also investigate how stress and the driving behavior influence the heart rate. So, in the last phase, we demostrate the correlation between heart rate and driving style, showing how the driving style can make the heart rate vary by 3 %. / No hace mucho tiempo, tan sólo en la primera mitad en la década de los 90, cuando los teléfonos móviles aparecieron, eran grandes y caros, todo lo que se podía hacer con ellos era realizar llamadas telefónicas. Desde entonces los dispositivos móviles han experimentado un gran avance tecnológico, llevamos teléfonos inteligentes en el bolsillo con acceso a Internet, acelerómetros que calculan la aceleración instantánea, giroscopios que proporcionan información de orientación, diferentes conexiones inalámbricas como Bluetooth, y sobre todo, gran capacidad de computación. Por otro lado, la industria del automóvil ha evolucionado mucho durante los últimos 10 años. Uno de los avances más interesantes en el desarrollo de vehículos ha sido la conectividad, V2V, o comunicación vehículo a vehículo, permite a los automóviles comunicarse mediante Wi-Fi y compartir información sobre la velocidad del vehículo, la dirección de la ruta actual, el tráfico, así como las condiciones de la carretera y las condiciones ambientales. Por otra parte, el estándar On Board Diagnosis (OBD-II), disponible desde hace varios años, permite conectarnos de forma sencilla a la ECU (Electronic Control Unit) mediante un conector Bluetooth OBD-II. Este interfaz de conexión permite la conectividad entre el dispositivo móvil y el vehículo, se puede adquirir por poco más de 15 euros. El espectro de posibilidades que surgen al combinar el automóvil y el Smartphone es amplísimo, como por ejemplo realizar el diagnóstico del coche a través del móvil asumiendo las tareas que hace la unidad On Board Unit (OBU) del coche, o bien enviar los datos recogidos a una plataforma donde se pueda realizar el diagnóstico o mantenimiento del sistema, detectando posibles fallos puede ayudar a ahorrar en el consumo de combustible, notificar los problemas del coche en tiempo real, entre otras características. El objetivo general que se persigue con esta tesis doctoral es ayudar al conductor a corregir malos hábitos en su forma de conducción. Conseguimos esto mediante la combinación entre smartphones y las redes vehiculares, diseñamos y desarrollamos una plataforma capaz de ofrecer consejos útiles para conseguir una conducción más segura y un mayor ahorro de combustible. Es conocido que una conducción inteligente puede llevarnos a un menor consumo de combustible, con el consiguiente impacto positivo que ello conlleva sobre el medio ambiente. La propuesta que se ha llevado a cabo en esta tesis doctoral comienza con la obtención de los datos desde el OBD-II del coche y su presentación y análisis mediante el uso de gráficas, mapas, estadísticas, tanto en el propio servidor como en la aplicación móvil desarrollada para la obtención de datos recibidos desde la ECU. Se aplicaron técnicas de minería de datos y redes neuronales para analizar, estudiar y generar una clasificación sobre los estilos de conducción en base al análisis de las características de la vía sobre la que ha realizado la ruta. En una segunda fase se demostró la relación entre el consumo de combustible con el estilo de conducción, para ello lo primero que tuvimos que realizar fue aplicar diversos algoritmos para el cálculo del consumo instantáneo, este parámetro no es posible obtenerlo directamente de la ECU del vehículo. Posteriormente se realizó el estudio y el análisis de todos los datos que se recogieron de los conductores que se prestaron a la realización del estudio enviando los datos al servidor. Muchos factores influyen en la frecuencia cardíaca en reposo, por ejemplo, el estrés, los medicamentos, las condiciones médicas, incluso los genes tienen su influencia, el envejecimiento tiende a acelerarlo, y el ejercicio regular tiende a ralentizarlo. En nuestro estudio también investigamos cómo el estrés y el comportamiento en la conducción influyen en la frecuencia cardíaca. En la última fase vemos la correlación existente entre el ri / No fa molt de temps, tan sols en la primera mitat en la dècada dels 90, quan els telèfons mòbils van aparéixer, eren grans i cars, tot el que es podia fer amb ells era realitzar telefonades. Des de llavors els dispositius mòbils han experimentat un gran avanç tecnològic, portem telèfons intel_ligents en la butxaca amb accés a Internet, acceleròmetres que calculen l'acceleració instantània, giroscopis que proporcionen informació d'orientació, diferents connexions sense _ls com Bluetooth, i sobretot gran capacitat de computació. D'altra banda, la indústria de l'automòbil ha evolucionat molt durant els últims 10 anys. Un dels avanços més interessants en el desenrotllament de vehicles ha sigut la connectivitat, V2V, o comunicació vehicle a vehicle, permet als automòbils comunicar-se per mitjà de la banda de Wi-Fi i compartir información sobre la velocitat del vehicle, la direcció de la ruta actual, les condicions del trà_c, així com l'estat de la carretera i les condicions ambientals. D'altra banda l'estàndard On Board Diagnosi (OBD-II), disponible des de fa diversos anys, permet connectar-nos de forma senzilla a l'ECU (Electronic Control Unit) per mitjà d'un connector Bluetooth OBD-II. Esta interfície de connexió permet la connectivitat entre el dispositiu mòbil i el vehicle, es pot adquirir per poc més de 15 euros. L'espectre de possibilitats que sorgixen al combinar l'automòbil i el Smartphone és il_limitat, com per exemple realitzar el diagnòstic del cotxe a través del móvil assumint les tasques que fa la unitat On Board Unit (OBU) del cotxe, o bé enviar les dades arreplegades a una plataforma on es puga realitzar el diagnòstic o manteniment del sistema, detectant possibles fallades, ajuda a estalviar en el consum de combustible, noti_car els problemes del cotxe en temps real, entre altres característiques. L'objectiu general que es perseguix amb esta tesi doctoral és ajudar al conductor a corregir mals hàbits en la seua forma de conducció. Aconseguim açò mitjançant de la combinació entre smartphones i les xarxes vehiculares, dissenyem i desenrotllem una plataforma capaç d'oferir consells útils per a aconseguir una conducció més segura i un major estalvi de combustible. És conegut que una conducció intel_ligent pot emportar-nos a un menor consum de combustible, amb el consegüent impacte positiu que això comporta sobre el medi ambient. La proposta que s'ha dut a terme en esta tesi doctoral comença amb l'obtenció de les dades des de l'OBD-II del cotxe i la seua presentació i anàlisi per mitjà de l'ús de grà_ques, mapes, estadístiques, tant en el propi servidor, com en l'aplicació mòbil desenrotllada per a l'obtenció de dades rebudes des de l'ECU. S'apliquen tècniques de mineria de dades i xarxes neuronals per a analitzar, estudiar i generar una classi_cació sobre els estils de conducció basant-se en l'anàlisi de les característiques de la via sobre la qual ha realitzat la ruta. En una segona fase es va a demostrar la relació entre el consum de combustible amb l'estil de conducció, per a això la primera cosa que vam haver de realizar va ser aplicar diversos algorismes per al càlcul del consum instantani, este paràmetre no és possible obtindre-ho directament de l'ECU del vehicle. Posteriorment es va realitzar l'estudi i l'anàlisi de totes les dades que es van arreplegar dels conductors que es van prestar a la realització de l'estudi enviant les dades al servidor. Molts factors in_ueixen en la freqüència cardíaca en repòs, per exemple, l'estrès, els medicaments, les condicions mèdiques, _ns i tot els gens tenen la seua in_uència, l'envelliment tendeix a accelerar-ho, i l'exercici regular tendeix a ralentir-ho. En el nostre estudi només estem interessats en com l'estrès i el comportament en la conducció in_ueixen en la freqüència cardíaca. En l'última fase vam veure la correlació existent entre el ritme cardíac i l'estil de conducci / Meseguer Anastasio, JE. (2017). A novel framework to promote eco-driving through smartphone-vehicle integration [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/84287 / Compendio

High-speed rail (HSR) is commonly assumed to cause fewer specific greenhouse gas emissions than alternative transportation systems such as aviation or road transport. Therefore, HSR projects leading to a mode shift from these modes to HSR are supposed to be beneficial to the environment by mitigating climate change. HSR can also provide new and speedy connections between peripheral regions and economic centers. It is thought that by providing peripheral regions with easier access to goods and service only available in large urban centers, HSR improves the economic competitiveness of these regions as well as spatial equity. To investigate the current state of research regarding these issues, I first systematize accessibility and environmental impacts from transportation in general and HSR specifically. I then carry out a systematic literature review across three scientific databases, using two search strings, resulting in a literature corpus of 79 unique sources. Results from these sources are analyzed and summarized in five research fields: spatial equity, carbon intensity, mode shift to HSR, induced HSR demand and complementary effects. I find that HSR improves accessibility of all regions, even those that have no direct access to HSR service. However, the impact on economic growth and spatial equity can be negative or positive depending on case characteristics. Carbon intensity of HSR is highly variable, in some cases even exceeding that of air transport. I find extreme cases of 10 and 283 gCO2/pkm. High ridership, a low share of tunnel and bridge sections, as well as a green electricity mix are crucial to ensure that HSR exhibits lower specific carbon emissions than alternative modes and has the potential to reduce overall GHG emissions. Mode shift and induced demand are also highly dependent on the individual project’s case, with induced demand typically being between 10 and 20 % of the total HSR demand. Concrete values of complementary effects, which is the additional demand in modes competing with HSR, are the least extensively studied. Especially air transport appears not only to compete with HSR, but also to exhibit several complementary relationships such as price competition and an increased attractiveness of long-haul flights. I conclude that, assuming no additional policy measures being taken, expanding HSR does not lead to a reduction of overall greenhouse gas emissions from air transport. The environmental impact of a HSR project can be estimated through a vigorous project appraisal process only. Important policy implications include the enhancement of appraisal processes as well as the overall need for deploying HSR projects in push-and-pull packages with other, supply-restricting policies. Future research should direct more attention towards HSR and airfares. I propose study designs for a national flight emission study and including passengers’ destination choice in existing research approaches. I also suggest using the results of this student research paper to carry out a Monte Carlo simulation on HSR projects’ recuperation periods.:1 Introduction 1 2 Definition and Systematization 3 2.1 High-Speed Rail 3 2.2 Impact 4 2.3 Systematization of Accessibility Impacts 4 2.4 Systematization of Environmental Impacts 7 2.5 Causal Chains and Relevance 10 3 Methodology 14 4 Results 16 4.1 Descriptive Statistics 16 4.2 Field 1: Spatial Equity 22 4.2.1 Studies 22 4.2.2 Methodological Remarks 28 4.2.3 Interim Conclusions 29 4.3 Field 2: Carbon Intensity 30 4.3.1 Operation 30 4.3.2 Infrastructure 32 4.3.3 Comprehensive Studies 34 4.3.4 Methodological Remarks 39 4.3.5 Interim Conclusions 41 4.4 Field 3: Mode Shift to HSR 45 4.4.1 Theoretical Models 46 4.4.2 Ex-Ante Project Demand Evaluations 46 4.4.3 Ex-Post Project Demand Evaluations 47 4.4.4 Regression Studies 49 4.4.5 Methodological Remarks 53 4.4.6 Interim Conclusions 55 4.5 Field 4: Induced HSR Demand 58 4.5.1 Theoretical Models 58 4.5.2 Ex-Ante Demand Evaluations 58 4.5.3 Ex-Post Demand Evaluations 59 4.5.4 Methodological Remarks 60 4.5.5 Interim Conclusions 60 4.6 Field 5: Complementary Effects 61 4.6.1 Competition between HSR and Airlines 62 4.6.2 Competition between Airports 63 4.6.3 Integration of HSR and Air Transport 64 4.6.4 Short-Haul Substitution under Capacity Constraints 65 4.6.5 Economic Stimulation 65 4.6.6 Methodological Remarks 66 4.6.7 Interim Conclusions 66 5 Discussion 69 5.1 Methodology and Delimitations 69 5.2 Overall Impact of HSR on Spatial Equity 71 5.3 Overall Impact of HSR on the Environment 71 5.4 Policy Implications 73 5.5 Further Research Needs 74 Bibliography 76 List of Laws 85

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Thesis (MBA)--Stellenbosch University, 2011. / The world as we know it is in a warming cycle. The rate of warming is being exacerbated by human activity; more specifically, the burning of fossil fuels to power expanding economies. Awareness that something must be done before a catastrophic point of no return is reached, has become more urgent. Before any strategies can be developed to reduce greenhouse gas emissions, the levels must be accurately measured to provide a benchmark and to determine reduction targets. The determination of an organisation’s carbon footprint is thus the starting point of the whole process. When the carbon footprint is known, various strategies can be implemented to reduce the carbon footprint. South Africa is classified as a developing country and is not required to comply with greenhouse gas reduction targets under the Kyoto Protocol. This may change at any time in the future and it is therefore necessary to be ready when targets become compulsory. The general public is not knowledgeable about global warming. All of these factors need to change to provide impetus to reduction strategies. The South African Police Service (SAPS) is one of the largest government departments and is situated in nearly every town in South Africa. The SAPS is thus in a position to provide leadership in government and in communities on issues like global warming. The carbon footprint of the SAPS has been calculated as prescribed by the Greenhouse Gas Protocol (2011). As a service organisation, the SAPS does not have industrial processes that may be the source of large quantities of greenhouse gases. In this research study, Scope 1 and scope 2 emissions were calculated and possible mitigation options are proposed. A survey conducted among a specific target group has indicated a general understanding of the concept of climate change. The respondents have difficulty in establishing a connection between climate change and increased crime levels. Behavioural change and education are necessary to promote a culture of energy efficiency and a reduction of greenhouse gases. Leadership is seen as an inhibiting factor, as top management does not consider global warming to be an influencing factor on crime levels. Government must provide strong leadership and formulate climate change strategies. Funding can be generated with carbon tax and emissions trading. On departmental level the energy efficiency of buildings can be improved and alternative fuels for vehicles be used.

Wastewater treatment facilities around the world use significant amount of energy which contributes to large quantities of greenhouse gas (GHG) emissions. According to the U.S.EPA, nearly 3% of the USA's energy is used to treat wastewater. This consumption is increasing at faster rates with increase in population and regulations. Wastewater facilities use large number of pumps in their transfer stations, treatment plants, and effluent pump stations. All these pumps consume considerable amounts of energy. This study presents a preliminary energy inspection of two facilities from Louisiana. This audit provides an inventory of the energy consumed for various activities like pumping, treatment, and discharge. This analysis helps the operators to identify the potential power consuming areas and optimize by adopting several energy conservation measures (ECMs). This study also involves the quantification of GHG emissions based on the energy consumption. The benefits of the study include minimizing energy and GHG emission.

A better way to improve understanding and quantification of nitrous oxide (N₂O) emitted from intensive maize cropping systems is to develop an advanced emissions measurement method This study developed an open path (OP) method to measure N₂O emissions from four adjacent maize plots managed by tillage practices of no-till (NT) and chisel plow (ChP), and different nitrogen (N) treatments from 2014 to 2016. Anhydrous ammonia (220 kg NH₃-N ha^-1) was applied in once or equally split (full vs. split rate) and applied in different timing (Fall vs. Spring). The spring N application occurred either before planting (pre-plant) or in season (side-dress). Emissions measurements were conducted by using the OP method (the scanning OP Fourier transform infrared spectrometry (OP-FTIR) + the gas point-sampling system + a backward Lagrangian stochastic (bLS) dispersion model) and static closed chamber methods. The performance and feasibility of the OP measurements were assessed by a sensitivity analysis, starting with errors associated with the OP-FTIR for calculating N₂O concentrations, and then errors associated with the bLS model for estimating N₂O emissions. The quantification of N₂O concentrations using the OP-FTIR spectrum was influenced by ambient humidity, temperature, and the path length between a spectrometer and a retro-reflector. The optimal quantitative method mitigated these ambient interference effects on N₂O quantification. The averaged bias of the calculated N₂O concentrations from the spectra acquired from wide ranges of humidity (0.5 – 2.0 % water vapor content), temperature (10 – 35 °C), and path length (100 – 135 meters) was 1.4 %. The precision of the OP-FTIR N₂O concentrations was 5.4 part per billion(3σ) in a stationary flow condition for a 30-minute averaging period. The emissions measurement from multiple sources showed that the field of interest was likely interfered by adjacent fields. Fields with low emission rates were more sensitive to the adjacent fields with high emissions, resulting in substantial biases and uncertainties. The minimum detection limit of the N₂O emission rates was 1.2 µg m^-2 s^-1 (MDL; 3σ). The OP measurements showed that the NT practice potentially reduced N₂O emission compared with ChP. Under the long-term NT treatments, the split-N rate application (110 kg NH₃-N ha^-1 in the fall and spring) resulted in lower N₂O emissions than the full application (220 kg NH₃-N ha^-1 in the fall). The management of NT coupled with split-N rate application minimized N₂O emissions among treatments in this study, resulting in N₂O-N losses of 3.8, 13.2, and 6.6 N kg ha^-1 over 9-, 35-, and 20-days after the spring NH₃ application in 2014, 2015, and 2016, respectively. The spring pre-plant N application in 2015 also resulted in higher N₂O emissions than the spring side-dress application in 2016, and the increased N₂O-N loss was corresponding to lower N recovery efficiency in 2015 measurements. A comparison of chamber and OP measurements showed that soil N₂O emissions were likely underestimated by 10x without considering the wind-induced effect on gas transport at the ground-atmospheric interface. This study showed that the OP method provides a great opportunity to study agricultural N₂O emissions as well as management optimization for the sustainability of the agroecosystems.

The content of greenhouse gases in the atmosphere is increasing resulting in climate change and efforts to stop the negative trend need to be intensified. The energy use in the Swedish residential and service sector constitutes 40 % of the total energy use of 378 TWh in the country. Nationally there is a target to reduce the energy use per heated area with 20 % to 2020 and 50 % to 2050. Energy renovation of buildings from the Million Programme is foreseen to be able to contribute to achieving the targets owing to the large building stock and energy efficiency potential. In the master thesis cost optimal energy renovation strategies are investigated for two multi-family buildings in Linkoping built during the Million Programme, one with an unheated attic and one with a heated attic. The thesis is carried out by using life-cycle cost optimisation (LCC-optimisation) by utilising the software OPERA-MILP, developed at Linkoping University. The aim of the thesis is to obtain the energy renovation strategy that is optimal from an LCC-perspective and to investigate the energy reduction and LCC. Optimal energy renovation strategies are also investigated for energy renovation to levels of the Energy Classes of the National Board of Housing, Building and Planning in Sweden and the stricter limits for nearly zero-energy buildings (NZEB) that will likely come into force in 2021. Greenhouse gas emissions and primary energy use are also investigated for the different cases with the purpose of putting energy renovation in relation to climate impact. Local environmental factors are used for district heating while electricity is assigned values based on the Nordic electricity mix and Nordic marginal electricity respectively. The current LCC and annual energy use is 2 945 kSEK and 133 MWh for the building with an unheated attic and 3 511 kSEK and 162 MWh for the building with a heated attic. The result shows that LCC can be reduced by approximately 70 kSEK and 90 kSEK respectively. The optimal solution constitutes of a window change from windows with U=3,0 W/m2°C to windows with U=1,5 W/m2°C and results in a reduction of the energy use by 13 % and 15 % respectively. LCC increases with 240 kSEK for the building with unheated attic and decreases with 18 kSEK for the other building when Energy Class D is reached. Energy Class C is attained through an increase in LCC by 300 – 590 kSEK and Energy Class B through an increase by 1610 – 1800 kSEK. It is not possible to reach Energy Class A or the future requirements for NZEB (55 kWh/m2Aheated) with the energy renovation measures that are implemented in OPERA-MILP. The largest energy reduction that can be attained is approximately 60 %. The most cost optimal insulation measure is additional insulation of the attic floor/pitched roof followed by additional insulation of the ground concrete slab. It was shown to be more cost efficient to change to windows with U=1,5 W/m2°C in combination with additional insulation compared to changing to windows with better energy performance. For greater energy savings additional insulation on the inside of the external wall is applied, while insulation on the outside of the external wall is never cost optimal. To reach Energy Class B installation of HRV is required which gives a large increase in cost. Less extensive energy renovation is needed to reach the energy classes for the building with heated attic compared to the building with unheated attic. The annual use of primary energy in the reference case is 22 MWh for the building with an unheated attic and 26 MWh for the building with a heated attic. The emissions of greenhouse gases are 18 tonnes CO2e and 22 tonnes CO2e per year respectively when the emission factor of the Nordic electricity mix is applied and 20 tonnes CO2e and 25 tonnes CO2e respectively when the Nordic marginal electricity is applied. The yearly primary energy use can be reduced with up to 7 MWh through energy renovation. When the energy renovation leads to an increase in electricity use the primary energy can however increase with up to 12 MWh. The yearly greenhouse gas emissions can be decreased with up to 14 tonnes CO2e. When Nordic marginal electricity is applied to estimate the emissions of greenhouse gases for an energy renovation strategy that leads to an increase in electricity use the result is less beneficial from a climate perspective compared to when Nordic electricity mix is applied.

La mise en place d’une agriculture plus durable nécessite une compréhension de l’impact des pratiques de gestion sur le fonctionnement des agroécosystèmes et sur la fourniture de services écosystémiques. En représentant près de 68% des terres agricoles mondiales et contribuant à la subsistance de plus de 800 millions de personnes, les prairies sont l’un des agroécosystèmes où l’optimisation des pratiques agricoles apparaît comme cruciale. Ce travail de thèse porte sur le chaulage, une pratique agricole connue pour lutter contre les effets de l’acidification des sols – qu’elle soit naturelle ou induite par la gestion – mais dont l’efficacité est variable en prairie permanente. De fait, la littérature documentant l’impact du chaulage en prairie permanente est limitée et ne prend en compte que rarement la multifonctionnalité de ces agroécosystèmes. Par une approche intégrant différents types d’expérimentations, mon travail de thèse a cherché à répondre à ce besoin et à renforcer les connaissances du chaulage sur le fonctionnement de l’écosystème prairial. Le développement d’expérimentations au champ (in situ), en conditions semi-contrôlées (mésocosmes) et d’incubations de sol au laboratoire (microcosmes) a permis d’explorer les effets du chaulage sur les différents compartiments de l’écosystème prairial (végétation, microorganismes, sol) ainsi que l’influence de facteurs modulant ces effets. Dans l’ensemble des expérimentations, le chaulage a effectivement augmenté le pH des sols. Toutefois, cette amélioration du statut acido-basique du sol ne s’est pas toujours traduite par une augmentation de la productivité du fourrage ou des biomasses microbiennes et racinaires. Mes travaux ont montré que le chaulage contribue aux émissions de gaz à effet de serre par différentes voies (réémission du carbone apporté sous forme de chaulage et stimulation de la minéralisation) et peut potentiellement réduire les émissions de CO2 à l’échelle de la respiration de l’écosystème. Collectivement mes résultats soulignent l’importance du contexte pédoclimatique sur l’impact du chaulage en prairie permanente, et la difficulté d’extrapoler les effets du chaulage, en particulier sur la production de fourrage et les émissions de gaz à effet de serre, d’une échelle d’étude fine à l’échelle de la parcelle en prairie permanente. L’efficacité du chaulage semble dépendre du type d’amendement et de son dosage et peut également interagir avec d’autres pratiques de gestion telles que la fertilisation azotée et le niveau d’intensité de gestion. / The development of sustainable agriculture requires greater understanding of the impact of management practices on agroecosystem functioning, and on the ecosystem services provided by these agroecosystems. Representing nearly 68% of world's agricultural surfaces and contributing to the livelihoods of more than 800 million people, grasslands are one of the major agroecosystems where optimized agricultural practices are of concern. This PhD focuses on liming, a well-known practice for counteracting soil acidification (due to ongoing natural processes or accelerated by management practices), but which has variable efficiency in permanent grasslands. Indeed, liming effects on grassland are poorly documented and existing studies rarely take into account grassland multifunctionality. My thesis uses an integrated approach to improve the knowledge of liming impacts on grassland functioning. Different types of experiments – in the field (in situ), in semi-controlled conditions (mesocosms) and laboratory soil incubations (microcosms) – were used to study liming effects on different grassland compartments (vegetation, microorganisms, soil) along with possible interacting factors. Liming effectively increased soil pH in all the experiments. However, improving pH status did not always lead to greater forage production or increases in microbial and root biomass. My results showed that liming can enhance greenhouse gas emissions through several pathways (reemission of lime-derived carbon or stimulation of carbon mineralization), but may also reduce CO2 emissions from ecosystem respiration. Collectively, my findings emphasize the importance of pedoclimatic conditions for liming impacts on permanent grasslands and highlight the difficulty of upscaling liming effects, particularly on forage production and greenhouse gas emissions. The efficiency of liming appears to depend on the type and dose of soil improvers and can also interact with other management practices such as nitrogen fertilization and management intensification.

L'impact environnemental d'un procédé est déterminé par des méthodes d'évaluation comme l'analyse de cycle de vie (ACV). Une méthode complémentaire a été développée afin de caractériser l'impact environnemental d'un procédé lors de la phase de dimensionnement, en lui appliquant un bilan thermodynamique restreint à ses frontières avec une fonction ad hoc. La fonction choisie, l'exergie, est basée sur l'état physico-chimique de l'environnement et quantifie l'irréversibilité d'une transformation. L'existence d'irréversibilités dans un procédé signifie qu'une partie de l'énergie fournie est dégradée augmentant simultanément les émissions polluantes. L'intérêt de l'exergie réside également dans l'allocation des coproduits. L'étude se focalise sur l'impact changement climatique dû aux émissions de gaz à effet de serre (GES). Cette méthode couplant ACV et analyse exergétique a été appliquée à un procédé représentatif du raffinage du pétrole: le reformage catalytique du naphta. Les émissions de GES y sont d'origine directe (régénération du catalyseur) et indirecte (utilités). Le procédé et les réacteurs ont été modélisés respectivement avec le simulateur de procédés ProII et avec un sous-programme codé en langage Fortran interfacé avec le simulateur pour tenir compte des transformations chimiques. La méthodologie, qui ne peut s'affranchir de données ACV, a permis de lier, pour le procédé, les émissions de GES respectivement à un indicateur thermodynamique Ip et à la variation d'exergie chimique. La méthode a été étendue pour comparer deux procédés ayant une même fonction en quantifiant, notamment, la qualité des produits formés et l'appauvrissement des ressources / The environmental impact of a process is assessed by evaluation methods such as life cycle assessment (LCA). A complementary method has been developed in order to characterize the environmental impact at the preliminary design stage by application of a thermodynamic balance on the process boundaries. The chosen thermodynamic function is exergy which takes into account irreversibilities and is linked to the mean environment temperature, pressure and composition. Existence of irreversibility in a process means that a part of the provided energy is wasted increasing simultaneously pollutant emissions. Exergy is also a tool for co-products allocation. The study focuses on climate change that implies greenhouse gas (GHG) emissions. To illustrate the potential of coupling LCA and exergy analysis in the petroleum industry, a naphtha catalytic reforming process has been selected and evaluated in terms of climate change. In this process, GHG emissions have two origins: direct (due to catalyst regeneration) and indirect (due to utilities) emissions. The process and the reactors have been respectively modelled with the process simulator ProII and with a Fortran subroutine to take into account chemical transformations. The method, which cannot avoid LCA data, has underlined, for the process, a positive relationship between GHG emissions and respectively a thermodynamic parameter Ip and the variation of chemical exergy. The method has been extended to compare two processes having the same function and to take into account co-products quality and resource depletion