Session 1 - Montefiore

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intervention in these specific types of structures. It will help to fill the critical lack of evaluation tools that local authorities could use to evaluate new and existing residential developments (Tweed and Jones, 2000), especially those dedicated to transport and location. The method proposed in this paper only deals with transport energy consumption, which is one of the three parts of an overall method that aims at performing the total energy modeling of suburban areas. The complete package includes the energy assessment of buildings, transport and public lighting, and addresses their influences at the neighborhood scale because, even if the urban context has been mostly neglected in building energy analyses so far, decisions made at the neighborhood level have important consequences on the performance of individual buildings and on the transport habits of the inhabitants (Popovici and Peuportier, 2004). Marique and Reiter (2010; In press) described the first part of the method, dedicated to the energy assessment of suburban houses, at the district scale, and presented its application to three typical suburban districts. The overall method has also the advantage of allowing the comparison between the energy requirements in the building sector and in the transport sector, and thus, for every specific district, to highlight which strategy would be the most efficient to reduce the overall energy consumption. 3.1 Home-to-work travels To assess energy consumption relating to home-to-work travels, we adapted and completed the performance index developed by Boussauw and Witlox (2009) for Flanders. In fact, the statistical data used in the Flemish commute-energy performance index are also available for the Walloon part of the country. However, other important parameters are not taken into account in the approach developed by Boussauw and Witlox (2009), such as type of fuel, characteristics of the local public transport network in suburban areas (significant differences exist between cities and suburban neighborhoods), number of working days per workers, pre- transportation, etc. The input data come from the national censuses, which are carried out every ten years in Belgium and are available at the census block scale (the smallest geographical unit in which data are available in Belgium). We have considered the two last censuses, respectively carried out in 1991 and 2001. One-day travel-diary data from male and female heads of households were used. For these households, information was available in each census block about car ownership, travel distances, main mode of transport used, the number of A-F. Marique and S. Reiter, A method for evaluating transport energy consumption in suburban areas, Environmental Impact Assessment Review, 2012, Vol 33(1):p1-6. 7
working days per week and per worker, etc. together with their demographic and socioeconomic situation. The survey only concerns two purposes of travel: home-to-work travels and home-to-school travels, which represent the majority of travel. To determine the total number of kilometers logged annually by various modes of transportation for home-to- work travels, the first step of the method is to combine the number of workers in a census block with the number of travels per week (thought the repartition of the number of working days in the census block), the distance travelled for home-to-work travel (one way) and the modes of transport used (car, bus, train, motorbike, bike or on foot) in this census block. A correction factor was applied to short distances covered by train and long distances covered by bus to keep the relationship between the mode and the distance travelled. As distances travelled per mode of transport are aggregated by census block in the national survey, this correction factor was calculated for each census block, on the basis of the following assumptions: trips by train shorter than 5 kilometers and trips by bus longer than 30 kilometers are spread over the others classes of distances. Non motorized trips (bike, on foot) were not considered in the following calculations because they do not consume any energy. Motorbike trips were neglected because they represent a very small part of home-to-work and home-to-school travels. In addition, if the main mode of transport used was the train, we also took into account travels from the house to the train station to investigate the role of home-to-station travels in total transport energy consumption. The mode of transport used for home-to-station travels was determined by a Geographical Information System (GIS) according to the distance travelled and the bus services available in each district. Distances covered by diesel cars were separated from those covered by fuel cars according to the regional distribution of the vehicle stock in the Walloon region (55% diesel and 45% fuel cars). The final step of the method consists in allocating consumption factors to the distances covered in each category of vehicles (diesel car, fuel car, bus or train) to convert the distances into energy in terms of kilowatt hour (kWh). The unit of energy, kWh, was chosen to allow a comparison between energy consumption in transport with energy consumption to heat buildings in the overall method (Marique and Reiter, In press). Consumption factors take into account the mean consumption of the vehicles (liter per km), the passenger rate and the characteristics of the fuel (Table 1). For the train, the consumption factor used depends on the production of A-F. Marique and S. Reiter, A method for evaluating transport energy consumption in suburban areas, Environmental Impact Assessment Review, 2012, Vol 33(1):p1-6. 8
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Session 1 - Supervisors : Pierre De
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Session 3 - Supervisors : Damien Er
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Session 5 - Supervisors : Nathalie
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Session 11 - Supervisors : Damien E
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Session 13 - Supervisors : Nathalie
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Session 15 - Supervisors : Sigrid R
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Appendix A : Sigrid Reiter Appendix
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EEA Report No 10/2006 Urban sprawl
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Contents Contents Acknowledgements
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Urban sprawl — a European challen
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from city centres, while retaining
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growth as mentioned in Chapter 1. R
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The extent of urban sprawl in Europ
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Page 34 and 35: The extent of urban sprawl in Europ
Page 36 and 37: 3 The drivers of urban sprawl 3.1 C
Page 38 and 39: The drivers of urban sprawl Figure
Page 40 and 41: also clearly demonstrate city spraw
Page 42 and 43: Box 4 Portugal and Spain: threats t
Page 44 and 45: Box 5 (cont.) Map Development scena
Page 46 and 47: Box 6 (cont.) The drivers of urban
Page 48 and 49: emote locations and requiring trans
Page 50 and 51: 4.1.2 Natural and protected areas T
Page 52 and 53: Box 7 (cont.) The impacts of urban
Page 54 and 55: the societal cost of asthma has bee
Page 56 and 57: Box 8 Effects of residential areas
Page 58 and 59: 5.2 The European spatial developmen
Page 60 and 61: European regional forces generating
Page 62 and 63: Box 9 (cont.) Responses to urban sp
Page 64 and 65: urban development plan and focused
Page 66 and 67: Box 10 (cont.) Responses to urban s
Page 68 and 69: Annex: Data and methodological appr
Page 70 and 71: C Assessing urban sprawl at the Eur
Page 72 and 73: References and further reading Ambi
Page 74 and 75: European Commission, 1990. Green Pa
Page 76 and 77: European Environment Agency Urban s
Page 78 and 79: Appendix A.2 78
Page 80 and 81: Section 2 presents a brief review o
Page 84 and 85: electricity as trains in Belgium ar
Page 86 and 87: The majority of those districts are
Page 88 and 89: which were calculated with the same
Page 90 and 91: The last type of sensitivity analys
Page 92 and 93: (INSEE) in France, the Office for N
Page 94 and 95: Kints C. La rénovation énergétiq
Page 96 and 97: A Method to Evaluate the Energy Con
Page 98 and 99: application in many other suburban
Page 100 and 101: Our classification of buildings cur
Page 102 and 103: to work and the mode of transportat
Page 104 and 105: energy consumption of a neighborhoo
Page 106 and 107: transportation represents 11.8% to
Page 108 and 109: most important. Insulating only the
Page 110 and 111: savings highlighted in the first an
Page 112 and 113: measurements because of high variat
Page 114 and 115: Hilderson, W., E. Mlecnik and J. Cr
Page 116 and 117: FIGURE CAPTIONS AND TABLE TITLES Fi
Page 118 and 119: PLEA2012 - 28th Conference, Opportu
Page 126 and 127: ENERGY REQUIREMENTS AND SOLAR AVAIL
Page 128 and 129: year are 34.9 °C and -9,1°C. The
Page 130 and 131: The new built density of the neighb
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Appendix A.6 132
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uilding” approach. A large amount
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C. Comparison of our classification
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In fact, as cavity walls became wid
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METHODS, TOOLS, AND SOFTWARE Keywor
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approaches. These methodologies hav
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travel through the urban area of Li
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METHODS, TOOLS, AND SOFTWARE Figure
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as well as the ability to test fore
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Appendix A.8 151
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consumption is rarely taken into ac
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interdependences between urban stru
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These data were also used by Boussa
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and energy consumption in the resid
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Mean modal share (train) 14,0% 12,7
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Figure 4: Annual transport energy c
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23,0%, even if the annual energy co
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or commercial purposes. “Type-pro
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Beevers SD and Carslaw DC (2005) Th
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Lavadinho S and Lensel B (2010) Imp
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Appendix A.9 173
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NOTICE The submitted manuscript has
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Using ZEB design goals takes us out
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Boulder, Colorado has a solar acces
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(Mermoud 1996) to calculate the exp
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energy is used. TDVs have been deve
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Net Zero Energy Emissions Building
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combined with selecting a favorable
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Appendix A.10 189
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Life Cycle Assessment of Buildings
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PRe, SimaPro., 2000. Life Cycle Ass
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Appendix A.11 209
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396 buildings [17,26]. This review
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398 2.2. Embodied energy and carbon
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400 using photovoltaic panels will
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Appendix A.12 217
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assumptions, the indicators (Embodi
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Table 3 Distribution of the steel w
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the three case studies exhibit a st
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PLEA 2011 - 27 th Conference on Pas
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Appendix B : Pierre Dewallef Append
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When writing your presentation, you
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Status of Solar Tower Power Plant t
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Appendix B.3 237
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Status of biomass combustion power
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Appendix B.5 243
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Status of ocean thermal energy conv
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Appendix B.7 249
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Status of Natural Gas Combined Cycl
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Appendix B.9 255
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Status of Integrated coal Gazeifica
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Appendix B.11 261
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Status of Carbon Capture and Storag
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Appendix B.13 267
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Status of Carbon Capture and Storag
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Session 1 - Montefiore

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