Depuis 2005, le réseau routier montréalais accueille de nouveaux aménagements cyclables afin de promouvoir le vélo comme mode de transport à part entière. Cette stratégie vise à faciliter l'usage utilitaire du vélo afin de réduire l'empreinte carbone du transport motorisé. Cet objectif de doubler le nombre actuel de kilomètres de voies cyclables d'ici la prochaine décennie est prévu à l'intérieur d'une structure urbaine montréalaise compacte et déjà consolidée. Cette structure est plus propice aux infrastructures cyclables partageant la chaussée sans une barrière physique : bandes cyclables et chaussées désignées. De telles solutions sont novatrices pour ne pas dire osées en Amérique du Nord du fait qu'elles requièrent une plus grande interaction entre véhicules à moteur et cyclistes. Ce projet de recherche se donne pour objectifs de dresser un portrait de l'accueil des cyclistes sur le réseau routier à Montréal afin de constater si les nouveaux aménagements sont plus à risque que les premières solutions. Cette démarche est rendue possible par la disponibilité de données secondaires des accidents impliquant cyclistes et véhicules motorisés de 2003 à 2007. Les conclusions des analyses descriptives, de distributions spatiales et de statistiques n'ont pas permis de démontrer de manière significative que ces aménagements à même la chaussée sans barrière physique constituent un environnement de transport dangereux ou semblent contribuer à augmenter le niveau d'insécurité routière. Les chiffres ont plutôt montré une stabilité relative du nombre d'accidents et une chute des cas les plus sévères. Il y a eu une poussée en 2004 mais elle est antérieure à l'implantation des nouvelles infrastructures. De plus, le taux d'accidents entre cyclistes et circulation lourde n'est pas plus alarmant vu la structure économique actuelle, le pourcentage de camions à Montréal et la localisation des nouveaux aménagements cyclables sur rue plus probables sur le réseau artériel pour leur capacité d'hébergement. Les analyses descriptives sur la distribution spatiale des accidents montrent qu'ils ne sont pas uniformément distribués à Montréal. Certains arrondissements semblent être plus périlleux pour les cyclistes que d'autres. En agrégeant les données d'accidents en deux grandes catégories à l'intérieur du périmètre où les accidents cyclistes sont les plus fréquents (ceux ayant eu lieu sur les nouveaux liens cyclables et ceux survenus sur la piste cyclable plus familière à Montréal), les résultats de l'analyse comparée ont montré une grande similitude dans les patrons des accidents. ______________________________________________________________________________ MOTS-CLÉS DE L’AUTEUR : cyclistes, bandes cyclables, pistes cyclables, chaussées désignées, blessures graves, dommages matériels, mobilité soutenable, sécurité routière, site propre intégral, aménagement hors rue

We show full Li/S cells with the use of balanced and high capacity electrodes to address high power electro-mobile applications. The anode is made of an assembly comprising of silicon nanowires as active material densely and conformally grown on a 3D carbon mesh as a light-weight current collector, offering extremely high areal capacity for reversible Li storage of up to 9 mAh/cm(2). The dense growth is guaranteed by a versatile Au precursor developed for homogenous Au layer deposition on 3D substrates. In contrast to metallic Li, the presented system exhibits superior characteristics as an anode in Li/S batteries such as safe operation, long cycle life and easy handling. These anodes are combined with high area density S/C composite cathodes into a Li/S full-cell with an ether- and lithium triflate-based electrolyte for high ionic conductivity. The result is a highly cyclable full-cell with an areal capacity of 2.3 mAh/cm(2), a cyclability surpassing 450 cycles and capacity retention of 80% after 150 cycles (capacity loss <0.4% per cycle). A detailed physical and electrochemical investigation of the SiNW Li/S full-cell including in-operando synchrotron X-ray diffraction measurements reveals that the lower degradation is due to a lower self-reduction of polysulfides after continuous charging/discharging.

Submitted by JOSIANE SANTOS DE OLIVEIRA (josianeso) on 2018-05-07T12:50:58Z No. of bitstreams: 1 Ana Paula Silveira dos Santos_.pdf: 5861109 bytes, checksum: 9724f87d76ccc1e340dc5bdf66e06af2 (MD5) / Made available in DSpace on 2018-05-07T12:50:58Z (GMT). No. of bitstreams: 1 Ana Paula Silveira dos Santos_.pdf: 5861109 bytes, checksum: 9724f87d76ccc1e340dc5bdf66e06af2 (MD5) Previous issue date: 2018-03-23 / Nenhuma / Na dimensão do design estratégico, o exercício de metaprojetar a construção de uma Cidade Ciclável pode contribuir para o desenvolvimento das cidades que apresentam um contexto frágil, se interpretada pela lógica da inovação social que gera valor. Neste sentido, compreende-se contexto frágil como um espaço onde há uma malha cicloviária que foi adaptada às faixas de circulação de carros e pedestres, sendo inserida de forma forçada e impositiva no espaço urbano. Desta forma, percebe-se a ausência parcial ou total de condições para que a mobilidade urbana por bicicleta obtenha êxito. Assim, estabeleceu-se como objetivo geral elaborar projetos de cenários para um contexto frágil de mobilidade ciclável. A pesquisa apresenta a noção de urbanidade e cultura urbana, conceitua territórios e cidades criativas, e as relacionam com a ideia de sentido e fluxo de pessoas. O design estratégico, com seus pilares e processos, aprofunda o exercício metaprojetual para inovação social, utilizando-se do processo de projeto por cenários para que esse venha a servir como campo fértil para as práticas e estratégias que impactam na construção de uma Cidade Ciclável. As escolhas metodológicas exploram a ideia de ciclo dos movimentos durante o percurso de pesquisa. O primeiro movimento caracteriza-se pela saída de campo. O segundo foca num workshop para projetar cenários. Por fim, estabelece-se a relação entre os resultados coletados no campo aos cenários projetados durante o workshop, e se ensaia uma proposta de um cenário que reúna os pontos relevantes destes processos de construção de uma Cidade Ciclável à luz do design. / In Strategic Design, the exercise of using metadesign in order to project a Cyclable City can contribute towards the development of those cities whose transportation infrastructure is less than ideal, if this exercise is viewed through the lens of value-generating social innovation. In this particular context, a ‘less than ideal transportation infrastructure’ means an urban space in which there is a cycling network which has been adapted to the existing automobile and pedestrian traffic infrastructure, in a manner that is unnatural and/or imposing, causing the possibilities of success of any urban cycling strategies to range from very scarce to completely absent. Therefore, the aim of this paper is to envisage imaginary scenarios for a city whose transportation infrastructure is of the aforementioned type. The research includes the notions of urbanity and urban culture, it explains the concepts of territories and of creative cities and connects these ideas with those of direction and flow of people. By means of its pillars and its processes, Strategic Design delves deep into the exercise of applying metadesign for social innovation. It utilizes the method of project by scenarios so that the process can become a fertile ground for practices and strategies which could shape the building of a Cyclable City. Methodologically, this research is divided into three distinct phases. The first stage comprises a field study. The second part focuses on a workshop with the aim of projecting scenarios. On the third and last stage, a connection is established between the data collected in the field and the scenarios projected during the workshop. Finally, the author proposes a scenario which combines the most relevant points raised by means of these different methods and processes for the creation of a Cyclable City.

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We show full Li/S cells with the use of balanced and high capacity electrodes to address high power electro-mobile applications. The anode is made of an assembly comprising of silicon nanowires as active material densely and conformally grown on a 3D carbon mesh as a light-weight current collector, offering extremely high areal capacity for reversible Li storage of up to 9 mAh/cm(2). The dense growth is guaranteed by a versatile Au precursor developed for homogenous Au layer deposition on 3D substrates. In contrast to metallic Li, the presented system exhibits superior characteristics as an anode in Li/S batteries such as safe operation, long cycle life and easy handling. These anodes are combined with high area density S/C composite cathodes into a Li/S full-cell with an ether- and lithium triflate-based electrolyte for high ionic conductivity. The result is a highly cyclable full-cell with an areal capacity of 2.3 mAh/cm(2), a cyclability surpassing 450 cycles and capacity retention of 80% after 150 cycles (capacity loss <0.4% per cycle). A detailed physical and electrochemical investigation of the SiNW Li/S full-cell including in-operando synchrotron X-ray diffraction measurements reveals that the lower degradation is due to a lower self-reduction of polysulfides after continuous charging/discharging.