Bridges are an important element of the infrastructure today. The technical competence has reached high levels in most countries and the limits given to a bridge designer are set by economic restrictions rather than technical skill. The ever lasting chase for more economic solutions and procedures includes both a wish for cheaper constructions as well as for a decrease in the following maintenance costs. The roller bearings used in conventional bridges are known to generate high costs both during construction and due to maintenance, and the possibility to remove these bearings and accompanying expansion joints are therefore investigated since several years. In Sweden, the absence of bridges built with integral abutments has made it difficult to test and evaluate this solution. In 2005, an international project called Intab was launched with the explicit aim to look at different solutions possible to use if joints and bearings are excluded. One of the most common discussed problems concerning bridges built without expansion joints is the accommodation of longitudinal elongation due to temperature variations. A bridge built with integral abutments is often supported by piles made of steel or concrete. The longitudinal elongation of the superstructure induces a displacement and a moment in these piles, which in time may cause a fatigue failure. Therefore it is of big interest to look at the amplitude of these strains. Within the Intab project, a pilot object was built in Nordmaling, ~50 km south of Umeå. It is a 40 meter long and 5 meter wide composite bridge with two steel girders and a concrete deck. The steel piles in this bridge is equipped with strain gauges who are used both for longterm and shortterm measurements. The sampled data from longterm measurement is collected on a computer on site, and then downloaded through a traditional modem. The data from the shortterm measurement is sampled and collected immediately during the test. The shortterm test is performed during both summer and winter conditions, and consists of a lorry passing the bridge while different measurements are done. The result from the measurement is also compared to calculations and a 2-D FE-model. It seems that short-term measurements performed during warmer months, May and October, show better agreement with the FE-simulations than the tests performed during the winter. The used FE-model is based on restrictions from Bro 2004. Regarding the long-term measurements, the obtained strain values are not in a range where fatigue can be considered as a severe problem. / Godkänd; 2008; 20080212 (ysko)

No description available.

This thesis concerns itself with the changes wrought by the movement from analog to digital spaces. These changes are mirrored by changes in the way states practice sovereignty. Examples of new practices of sovereignty are found in the documents of the National Information Infrastrucure Advisory Council. Close analysis of these examples reveals the disciplinary projects of spatial (re)construction implied by these new practices. The effects of these types of spatial disciplinarity on individual subjectivities are also discussed. / Master of Arts

The future is bright. Technology is progressing at accelerating rates. Cities are experiencing a resurgence in population growth, which in turn is pushing transport systems to simultaneously expand and improve. The resulting effects have led to intercity travel becoming faster, cheaper, safer and increasingly more convenient. With the introduction of the Hyperloop as a novel means to travel, a newfound interest has been sparked regarding the promising future of transportation and mass transit. This thesis is a pursuit of an understanding for the relationship between urban infrastructure and architectural form. The means of movement within any city is a critical element for defining many of its social, economical, and physical characteristics. Mass transit is vital to not only the functioning of a city, but also its identity. The proposed Hyperloop Station celebrates this monumental novelty for intercity travel. Through its architecture the station enables an experience that fosters a better comprehension and appreciation for the organization and structure of the surrounding urban fabric. Whether newly arriving or soon to be departing, the aim is to establish a unique dialog between the traveler, the city, and its transit infrastructure. / Master of Architecture

Anrikningssand är ett restavfall som uppkommer vid gruvbrytning och efterföljande utvinning av malm. Anrikningssanden som är ett finkornigt material kan deponeras på olika sätt och en av de mest förekommande metoderna är deponering i sandmagasin som omges av gruvdammar. Global Industry Standard on Tailings Management eller GISTM är en standard som publicerades 2020 och som beskriver hur sandmagasin och gruvdammar ska hanteras för en säker drift. Standarden förespråkar att risken för ”brittle failure modes” ska undersökas och inom denna brottyp finns statisk liquefaction.  Statisk liquefaction kan inträffa i vattenmättade löst lagrade kontraktanta jordar och innebär att jorden under statiska förhållanden på grund av en förändring i spänningstillstånd orsakad av exempelvis lastökning eller grundvattenhöjning förlorar sin skjuvhållfasthet och hamnar i ett flytande stadie. Om eventuellt brott sker i delar av anrikningssanden som ingår i den strukturella zonen vilket den kan göra om gruvdammen höjts med inåtmetoden eller uppåtmetoden, finns det risk att konstruktionen brister och kan orsaka stor skada på omkringliggande miljöer.    Syftet med examensarbetet är att jämföra screeningmetoderna för statisk liquefaction av Plewes och Robertson, studera hur dräneringsförhållanden vid konen under CPT sonderingar påverkar uppmätta CPT-resultat samt hur variation av penetrationshastighet kan användas för att bekräfta utvärdering av kontraktant anrikningssand.    CPT-sonderingar är gjorda av Tyréns AB och resultatet från utvärderingar enligt Plewes och Robertsons metoder visade att det förekommer skillnader i hur anrikningssanden klassas. Med Plewes metod klassades anrikningssanden i större utsträckning som dilatant och med Robertsons metod som kontraktant. En CPT-sondering med lägre penetrationshastighet gjordes i en punkt där dräneringsförhållandet vid standardhastighet var annat än fullt dränerad för att studera hur dräneringsförhållandet förändrades och hur CPT-data påverkades. Resultatet från den långsamma sonderingen visade att spetstrycket ökade och generat portryck minskade då penetrationshastigheten var i snitt 2 mm/s och dräneringsförhållandet var dränerat. Mantelfriktionen påverkades inte lika tydligt men skillnaden mellan största och minsta uppmätta värde minskade något.  De viktigaste slutsatserna för examensarbetet och svaren på de forskningsfrågor som ställts är att  • Screeningmetoderna av Plewes och Robertson skiljer sig i användandet av den data som erhålls vid CPT-sondering och klassificerar anrikningssanden i flera fall olika i avseende kontraktant eller dilatant beteende  • Då sondering med standardhastighet ger odränerade eller delvist dränerade förhållanden i en kontraktant jord så ger en lägre penetrationshastighet högre spetstryck och lägre genererat portryck då dräneringsförhållandet går mot eller blir dränerat.  • Att använda penetrationshastigheten och kunskapen om hur en variation av den påverkar uppmätta resultat i en kontraktant jord kan ge värdefull information.  • Screeningmetoderna ska inte användas för CPT-sonderingar utförda med förändrad penetrationshastighet eftersom de empiriska sambanden bygger på data erhållen från sondering med standardhastighet

When urbanization occurs, the removal of vegetation, compaction of soil and construction of impervious surfaces—roofs, asphalt, and concrete—and drainage infrastructure result in drastic changes to the natural hydrological cycle. Stormwater runoff occurs when rain does not infiltrate into soil. Instead it ponds at the surface and forms shallow channels of overland flow. The result is increased peak flows and pollutant loads, eroded streambanks, and decreased biodiversity in aquatic habitat. In urban areas, runoff is typically directed into catch basins and underground pipe systems to prevent flooding, however such systems are also failing to meet modern environmental goals. Green infrastructure is the widely evocative idea that development practices and stormwater management infrastructure can do better to mimic the natural hydrological conditions through distributed vegetation and source control measures that prevent runoff from being produced in the first place. This dissertation uses statistics and high-resolution, coupled surfacesubsurface hydrologic simulation (ParFlow.CLM) to examine three understudied aspects of green infrastructure planning. First, I examine how development characteristics affect the runoff response in urban catchments. I find that instead of focusing on site imperviousness, planners should aim to preserve the ecosystem functions of infiltration and evapotranspiration that are lost even with low density development. Second, I look at how the spatial configuration of green infrastructure at the neighborhood scale affects runoff generation. While spatial configuration of green infrastructure does result in statistically significant differences in performance, such differences are not likely to be detectable above noise levels present in empirical monitoring data. In this study, there was no evidence of reduced hydrological effectiveness for green infrastructure located at sag points in the topography. Lastly, using six years of empirical data from a voluntary residential green infrastructure program, I show how the spread of green infrastructure depends on the demographic and physical characteristics of neighborhoods as well as spatially-dependent social processes (such as the spread of information). This dissertation advances the science of green infrastructure planning at multiple scales and in multiple sectors to improve the practice of urban water resource management and sustainable development. / Doctor of Philosophy in City and Regional Planning

This thesis proposes a novel working paradigm for transportation infrastructure asset management by viewing the transportation networks as key components (or nodes) of a broader network of resources, which includes infrastructure linked with society's ecological, social, and economic systems. An extensive review of network science literature suggested that to understand the behavior of a complex network is imperative to characterize its topology. Consequently, this thesis focused on developing a framework to characterize the topology of the transportation infrastructure systems, and understanding how the unveiling topology can be used for supporting transportation asset management decisions. The proposed methodology determines whether the transportation infrastructure networks can be modeled as scale-free or exponential networks, using a framework for characterizing the agents of the network, their direct and indirect interactions among each other, and their importance as elements of a complex network, and utilizes these data to support transportation asset management. The methodology consist of seven steps: (1) define the networks of interest; (2) identify their intrinsic components; (3) visualize the identified networks using GIS maps; (4) identify direct and indirect interactions through superposition of the networks; (5) represent the relationship between the nodes and their linkages by frequency diagrams in order to determine the intrinsic topology of the network; (6) illustrate (graphically) the overall transportation infrastructure with the help of GIS; and (7) analyze the TINs from the decision-maker point of view, identifying the elements that are more relevant or need more attention on the network. The procedure is then implemented in a small network in a localized area (Town of Blacksburg, Virginia) to show its practicality, and recommendations for further development and mathematical modeling in order to allow its implementation in larger networks are provided. Based on frequency analysis of the nodes and their connectivity, it was concluded that the transportation infrastructure networks in the case study behave as exponential networks. The study showed that the links determine how the infrastructure network grows and that problems like congestion can be addressed by analyzing other factors related with topology, such as speed, unit size, and lane width. The proposed methodology was found to be useful as an asset management tool. Finally, a list of findings and recommendations for further research are presented as opportunities to enhance the management of transportation infrastructure networks. / Master of Science

Les définitions actuelles des infrastructures de sécurité (française, européenne, G-20) sont inadaptées à la réalité des attaques observées ou potentielles. Il en est de même des attaques elles-mêmes et en conséquence le terme « cyberattaque » réduit considérablement le champ conceptuel et opérationnel de celui qui est en charge de la protection et de la défense. La quasi-totalité des approches se réduit à identifier le champ strictement technique informatique (systèmes, réseaux) et à oublier d’autres dimensions propres au renseignement. Ainsi les principales méthodologies d’identification et de gestion du risque (EBIOS ou méthodologies similaires) considèrent une définition particulièrement restrictive, statique et locale de la notion d’infrastructure critique. La modélisation elle-même des attaquants et des attaques est extrêmement réduite. La principale erreur est de restreindre les approches techniques et les angles d’attaque d’un attaquant au seul champ informatique. Les angles « cyber » peuvent ne pas exister ou représenter un volet limitée dans un scenario global d’attaque. En outre, l’approche classique néglige le volet opérationnel gouvernant la préparation et la conduite de la manœuvre dans une attaque. Les modélisations par arbres d’attaques sont également très limitées du fait d’une restriction au seul champ cyber (systèmes et réseaux).Il est alors nécessaire de concevoir une définition très élargie, laquelle doit être dictée par la vision de l'attaquant et non celle du défenseur. Cette thèse vise à développer de nouveaux modèles d'infrastructure de sécurité basés sur la théorie des graphes et a modéliser de manière très élargie le concept d’attaque, incluant ou non un champ cyber. Cette représentation déjà utilisée pour décrire la topologie des infrastructures critiques sera enrichie pour appréhender de manière exhaustive l'environnement avec lesquelles elles interagissent. Les interdépendances avec d’autres entités (personnes, autres infrastructures critiques…) sont un élément clef dans la construction de scenarii d’attaques sophistiquées. Cette représentation enrichie doit aboutir à des nouveaux modèles d'attaquants, plus réalistes et mettant en œuvre des composants externes de l'infrastructure mais appartenant à son environnement proche. L'objectif majeur est la recherche de chemins optimaux dans un scénario d'attaque défini par l'objectif de l'adversaire. Cette approche globale, apporte une définition plus fine (et donc plus réaliste) de la sécurité comme étant le coût le plus faible du chemin d'attaque pris sur l'ensemble des adversaires réalistes (polynomiaux, i.e. agissant en temps fini).Le programme de recherche est structuré en cinq étapes. Les deux premières étapes visent à définir les modèles et les objets représentant les infrastructures de sécurité ainsi que les attaquants auxquelles elles sont confrontées. La troisième étape consiste en la définition d'une méthodologie générique pour évaluer la sécurité d'une infrastructure de sécurité. Cette étape doit aboutir à la conception d'heuristiques de recherche de vulnérabilités. Afin de valider les modèles et la méthodologie proposés, le programme de thèse prévoit le développement d'un démonstrateur recherche sous la forme d'une plate-forme d'évaluation. Enfin, la dernière étape consistera à l'évaluation d'un système existant à partir de la plate-forme en mettant en œuvre la méthodologie proposée. L'objectif de cette dernière étape est de valider les modèles et la méthodologie et d'en proposer une amélioration si nécessaire. / The current definitions of a critical infrastructure are not adapted to the actual attacks which are observed these days. The problem is the same for the definition of an attack and therefore, the term « cyber attack » tends to reduce the conceptual and operational field of the person in charge of the security. Most of the approaches are reduced to identify the technical and IT domain only, and they forget the others domains specific to the intelligence. Then, the main methodologies to identify and to manage risk (EBIOS or some similar methodologies) take into account a definition of a critical infrastructure which is restrictive, static and local. The model of attacker and attack is also extremely narrowed as the technical approaches and the angles of attack of an attacker tend to be restricted to the IT domain only, even if the « cyber » angles may not exist or may only be a small part of an attack scenario.Therefore, it is necessary to have a new definition of a critical infrastructure, more complete and made according to the attacker point of view. Indeed, critical infrastructures can be protected by assessing the threats and vulnerability. This thesis aims to develop new models of infrastructure and attack accurately, models which will based on graph theory, with or without the cyber part. This graph-based representation is already used a lot to describe infrastructure, it will be enriched in order to have a more exhaustive view of an infrastructure environment. The dependencies with other entities (people, others critical infrastructures, etc.) have to be taken into account in order to obtain pertinent attack scenarios. This enriched representation must lead to new models of attackers, more realistic and implementing external components of the infrastructure which belong to its immediate environment. The main objective is the research of optimal paths or other mathematical structures which can be translated into attack scenarios. This global approach provides a finer (and therefore more realistic) definition of security as the lowest cost of the attack path.The research program is structured in five stages. The first two steps are aimed at defining the models and objects representing the security infrastructures as well as the attackers they are confronted with. The major difficulty encountered in developing a relevant infrastructure model is its ability to describe. Indeed, the more the model is rich, the more it can describe the infrastructure and the adversaries that attack it. The counterpart of developing a relevant model is its exponential characteristic. In these security models, we therefore expect that the problem of finding the vulnerabilities of a security infrastructure is equivalent to difficult problems, i.e. NP-hard or even NP-complete. The locks to be lifted will therefore consist in the design of heuristics to answer these problems in finite time with an ``acceptable" response. The third step is to define a generic methodology for assessing the safety of a security infrastructure. In order to validate the proposed models and methodology, the thesis program provides for the development of a research demonstrator in the form of an evaluation platform. Finally, the last step will be to evaluate an existing system from the platform by implementing the proposed methodology. The objective of this last step is to validate the models and the methodology and to propose an improvement if necessary.

Com maior vigor nas últimas décadas do século XX, a eficiência das atividades estatais passou a ser contestada por múltiplos atores sociais, que tomam como paradigma de gestão os resultados alcançados pelo setor privado. Nesse novo cenário, emergiram movimentos globais de reforma do aparelho estatal, a fim de impor às atividades públicas a eficiência com que supostamente atua o mercado, uma vez que o debate acerca da eficiência do capital público é uma questão de grande relevância para o campo de estudo relativo às diversas áreas do conhecimento, às atividades macro e microeconômicas e à própria dinâmica social. Conseqüência dessa atenção crescente destinada à análise, e contestação, da eficiência do gasto público e das atividades a ele imbricadas, é a histórica institucionalização, pela legislação brasileira, da eficiência como um dos princípios fundamentais da administração pública, como propõem o decreto-lei n. 200/67 e a emenda constitucional n. 19/98. Nesse cenário, em que a eficiência das atividades públicas é crescentemente almejada e refutada, tomam projeção e relevância métodos e técnicas que tratam desse aspecto. Adquire importância, por conseqüência lógica, pesquisas destinadas a sistematizar as contribuições e experiências sobre a utilização de tais métodos. Entretanto, poucos trabalhos extrapolam o caráter meramente aplicativo das técnicas, explicitando-se a carência por bibliografia que sistematize, sob diversos aspectos, as aplicações já realizadas, nesse campo do conhecimento. Dessa forma, esta pesquisa objetiva identificar e sistematizar os métodos existentes para avaliar a eficiência dos investimentos públicos em infra-estrutura na literatura internacional e nacional. Contribui-se, portanto, com subsídios teóricos e analíticos para pesquisadores em gestão pública, administradores estatais e cidadãos que se ocupam com a análise da eficiência das atividades públicas, principalmente em infra-estrutura. / With larger energy in the last decades of the 20th century, the efficiency of the state activities passed to be answered by multiple social actors, that you/they take as administration paradigm the results reached by the private section. In this new scenery, global movements of the state\'s reform apparel emerged, in order to impose to the public activities the efficiency where supposedly the market acts, once the debate concerns the efficiency of the public capital is a subject of great relevance for the field of relative study to the several areas of knowledge, to activities macro and microeconomics and to the own social dynamics. The consequence of this growing attention destined to the analysis, and reply, the efficiency of the public expense and of those activities, that\'s the historical institutionalization, which for the brazilian legislation, of the efficiency as one of the fundamental beginnings in public administration, as they propose the law n. 200/67 and the constitutional amendment n.19/98. In this scenery, in what the efficiency of the public activities is increasingly longed for and refuted, they take projection and relevance methods and techniques that treat that aspect. It acquires importance, for logical consequence, researches destined to systematize the contributions and experiences about the use of such methods. However, few works extrapolate the character merely application of techniques, explicated if the lack for bibliography that systematizes, under several aspects, the applications already accomplished, in the field of knowledge. In that way, this objective research to identify and to systematize the existent methods to evaluate the efficiency of the public investments in infrastructure of the international and national literature. It is contributed, therefore, with theoretical and analytical subsidies for researchers in public administration, state administrators and citizens that are in charge with the analysis of the efficiency of the public activities, mainly in infrastructure.

Ce travail s’intéresse au phénomène de colmatage créé par la précipitation de la calcite dans les dispositifs des systèmes de drainage du réseau ferroviaire en particulier des lignes à grande vitesse (LGV). En effet, le colmatage de ces drains peut indirectement affecter la tenue géométrique de la voie. Maintenir les équipements hydrauliques dans leur état de fonctionnement optimal est un enjeu fort pour SNCF Réseau. L’objectif de cette recherche est de déterminer les processus et causes de l’entartrage et sa cinétique, en intégrant l’environnement naturel (géologie) et ferroviaire (matériaux anthropiques) ainsi que les types de dispositifs de drainage. La finalité de cette recherche est un double enjeu industriel: préventif et curatif. Les dysfonctionnements de ces dispositifs que ce soit en pleine voie ou en tunnel entrainent en effet une présence d’eau dans les structures d’assise des voies ferrées pouvant provoquer une dégradation de leurs caractéristiques mécaniques, et à terme induire des défauts de nivellement de rail pouvant mener à des impacts sur les circulations. L’obstruction des dispositifs de drainage par des dépôts carbonatés précipités est une cause majeure de réduction de la fonctionnalité de ces dispositifs sur le RFN : 546,8 km de linéaire de LGV (LN1 à LN6) sont potentiellement sous cet impact. Sur certaines lignes, cet impact est important. Par exemple, on a estimé que sur 78 km (LN2) de linéaire de LGV drainée par un collecteur drainant (CD), que le colmatage des CD lié à la précipitation de dépôts carbonatés pouvait représenter jusqu’à 80 % des cas de dysfonctionnement de drainage. Les techniques actuelles utilisées sont l’hydrocurage ou le marteau piqueur pour les dépôts très durcis mais tous les deux de faible rentabilité au vu du linéaire potentiellement colmaté. Afin de proposer des solutions innovantes de conception ou de traitement adaptées, l’étude des mécanismes en jeu a fait l’objet d’une campagne de mesures de plus de deux ans sur un site pilote de LGV (Chauconin, 77) instrumenté à cet effet permettant l’analyse des paramètres physico-chimiques de l’eau drainée ainsi que celle des dépôts précipités dans leur contexte géologique, géotechnique et hydrométéorologique. Cette approche a été complétée par l’étude de 8 sites complémentaires choisis en pleine voie et en tunnels à l’échelle de RFN et présentant une diversité de contextes environnementaux et ferroviaires. Le modèle hydrogéochimique développé ensuite sur cette base offre la possibilité de reproduire les processus observés sur le site de Chauconin: processus physique (Pluie-Débit) et processus physico-chimique (Modèle Transfert-Réaction), et de quantifier les quantités de dépôts prévisibles à terme dans les dispositifs. Ce modèle conceptuel est basé sur un modèle hydrologique empirique de deux réservoir de terrain en couplant les processus transport et réaction (dissolution – précipitation). Les premières analyses d’eau et de matériaux encaissants sur le site de Chauconin montrent que, en absence d’une nappe drainée, celle-ci est riche en calcium et sulfates. L’analyse fine des matériaux montre qu’une partie des matériaux rapportés utilisés dans la fondation de la plateforme ferroviaire contient du gypse dont la dissolution par l’eau d’infiltration pourrait expliquer la composition de l’eau du drainage. Les eaux sur les sites supplémentaires que soit avec une présence de nappe permanent ou temporelle, sont essentiellement calcium carbonate. La composition de ces eaux est cohérente avec la géologie calcaire. Le modèle développé peut être extensible à d’autres sites ferroviaires comme tunnels. A ce stade de notre travail de recherche, nous proposons donc un outil d’aide à la décision à double objectif : diagnostic du risque de précipitation de calcite et justification du choix des typologies de solutions techniques préventives ou curatives / This thesis focuses on the clogging phenomenon linked to the precipitation of calcite in high-speed line drainage systems (HSL). Indeed, the clogging of these drains can affect the geometric behavior of the track. Maintaining hydraulic devices in its optimal operating condition is a major challenge for SNCF Réseau. The objective of this research is to determine the processes and causes of calcite formation and its kinetics, by integrating the natural environment (geology) and railway context (anthropogenic materials) as well as the types of drainage devices. The purpose of this research has double industrial goals: preventive and curative. The dysfunction of the devices of the HSL drainage systems, whether along the track or in the tunnel, cause the presence of water in the foundation of the tracks, which can lead to a degradation of their mechanical characteristics, and in the long term induce rail levelling that can lead to impacts on traffic. The clogging of drainage devices by precipitated carbonate deposits is a major cause of reducing the functionality of these devices on the French Railway Networks (RFN): 546.8 km of HSL (Line 1 to 6) are potentially under this impact. In some ways, this impact is essential. For example, it has been estimated that over 78 km (HSL 2) of HSL equipped with draining collector, that the clogging of the devices related to the precipitation of carbonate deposits could represent up to 80% of cases of drainage dysfunction. The curent techniques used are the hydrocuring or the jackhammer for very hardened deposits but both of low profitability in view of the potentially clogged kilometers. In order to propose innovative design or treatment solutions adapted to the different site contexts, the study of the mechanisms involved was the subject of a site monitoring lasting more than two years at a HSL pilot site (Chauconin, 77) instrumented for this purpose allowing the analysis of the physico-chemical parameters of the drained water as well as that of precipitated deposits in their geological, geotechnical and hydrometeorological context. This approach was complemented by the study of 8 other complementary sites selected in full-scale of RFN including tunnels under variant geology as well as covering all existing drainage devices in the railway infrastructure.The hydrogeochemical model developed on this basis offers the possibility of reproducing the processes observed on the Chauconin site: the physical process (Rain-Flow) and the physicochemical process (Transfer-Reaction Model) according to their context in order to quantify predictably the deposits in the drainages devices. This conceptual model is based on an empirical hydrology model of two ground reservoir by coupling the processes of transfer and reaction (dissolution - precipitation). The first analysis of water and surrounding materials on the Chauconin site show that, in the absence of a drained aquifer, this drained water is rich in calcium and sulphates. The detailed analysis of the materials shows that some of the reported materials used in the foundation of the railway platform contain gypsum whose dissolution by infiltration water could explain the composition of the drained water. The waters on the additional sites with a presence of permanent or temporal aquifer are essentially calcium carbonate. These drained waters are consistent with their calcareous or Gypsums geology.The developed conceptual model could be expanded to other railway sites as tunnel. At this stage of our research work, we propose a conceptual decision-making tool with two objectives: diagnosis the calcite precipitation and justification of the choice of typologies of solutions