The diffusion of battery electric vehicles (BEVs) requires a proper charging infrastructure to supply users the chance to charge their vehicles according to energy, time, and space needs. Thus, city planners and stakeholders need decision support tools to estimate the impacts of potential charging activities and compare alternative scenarios. The paper proposes a modelling approach to represent parking activities in urban areas and obtain key indicators of the electric energy required. The agent-based model reproduces the dynamics of user parking and assesses the impacts on the electricity grid during the day. Since the focus is on parking activities, no detailed data on vehicle trips are required to apply the standard demand modelling approach, which would require Origin-Destination matrices to simulate traffic flows on the road network. Preliminary results concerning the city of Turin are presented for simulated scenarios to identify zones where charging demand can be critical and peak events in electric power over the day. The model is designed to be scalable for all European cities because, as the case study shows, it uses available data. The results obtained can be used for the design of charging infrastructure (power and type) by zones.
{"title":"Estimating charging demand by modelling EV drivers' parking patterns and habits","authors":"Piero Macaluso","doi":"10.48295/et.2023.90.5","DOIUrl":"https://doi.org/10.48295/et.2023.90.5","url":null,"abstract":"The diffusion of battery electric vehicles (BEVs) requires a proper charging infrastructure to supply users the chance to charge their vehicles according to energy, time, and space needs. Thus, city planners and stakeholders need decision support tools to estimate the impacts of potential charging activities and compare alternative scenarios. The paper proposes a modelling approach to represent parking activities in urban areas and obtain key indicators of the electric energy required. The agent-based model reproduces the dynamics of user parking and assesses the impacts on the electricity grid during the day. Since the focus is on parking activities, no detailed data on vehicle trips are required to apply the standard demand modelling approach, which would require Origin-Destination matrices to simulate traffic flows on the road network. Preliminary results concerning the city of Turin are presented for simulated scenarios to identify zones where charging demand can be critical and peak events in electric power over the day. The model is designed to be scalable for all European cities because, as the case study shows, it uses available data. The results obtained can be used for the design of charging infrastructure (power and type) by zones.","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88176103","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Effective scheduling of pavement monitoring and maintenance activities plays a pivotal role in ensuring safety and comfort for road users. The Pavement Management System (PMS) is a traditional tool to assist the road manager in the decision-making process on which priority maintenance activities to carry out. However, for urban road networks the implementation of a PMS can be complicated due to the many functional and operational problems. This paper presents a prototype low-cost inertial sensor-based system for monitoring the pavement conditions in urban road networks. Starting by the measurements of the vertical accelerations collected in a vehicle riding on a rough pavement, the frequency-weighted vertical acceleration a_wz was calculated according to ISO 2631 standard. This parameter can be adopted as a Key Performance Indicator (KPI) by relating the road roughness to the human whole-body vibration (WBV) exposure on the road user. Some field tests were carried out identifying urban roads in an Italian city with different levels of pavement deterioration. Measurements to evaluate the pavement deterioration were performed using traditional visual inspections and the proposed sensor embedded in a test vehicle (run at different speeds) in order to identify a relationship between these indices in terms of performance classes.
{"title":"Proposal for a Low-Cost Monitoring System to Assess the Pavement Deterioration in Urban Roads","authors":"S. Bruno","doi":"10.48295/et.2023.91.10","DOIUrl":"https://doi.org/10.48295/et.2023.91.10","url":null,"abstract":"Effective scheduling of pavement monitoring and maintenance activities plays a pivotal role in ensuring safety and comfort for road users. The Pavement Management System (PMS) is a traditional tool to assist the road manager in the decision-making process on which priority maintenance activities to carry out. However, for urban road networks the implementation of a PMS can be complicated due to the many functional and operational problems. This paper presents a prototype low-cost inertial sensor-based system for monitoring the pavement conditions in urban road networks. Starting by the measurements of the vertical accelerations collected in a vehicle riding on a rough pavement, the frequency-weighted vertical acceleration a_wz was calculated according to ISO 2631 standard. This parameter can be adopted as a Key Performance Indicator (KPI) by relating the road roughness to the human whole-body vibration (WBV) exposure on the road user. Some field tests were carried out identifying urban roads in an Italian city with different levels of pavement deterioration. Measurements to evaluate the pavement deterioration were performed using traditional visual inspections and the proposed sensor embedded in a test vehicle (run at different speeds) in order to identify a relationship between these indices in terms of performance classes.","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87412401","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The need for sustainable road infrastructures has led to great interest in Warm Mix Asphalt (WMA) technologies, which allow the production, lay-down and compaction of asphalt mixtures at reduced temperatures, about 40°C lower than traditional Hot Mix Asphalt (HMA). The use of WMA ensures lower emissions and is also beneficial in the recycling of Reclaimed Asphalt (RA) deriving from the milling of end-of-life pavements. One of the main concerns regarding WMA is the possible poor adhesion between the pavement layers that could be caused by the reduced working temperatures during the paving operations. However, almost no data are currently available in literature on this aspect, which thus could represent a deterrent to the wide application of WMA by road agencies. In this regard, this paper focuses on the investigation of the interlayer bonding properties of warm recycled asphalt pavements constructed along various Italian motorways and national roads using different WMA chemical additives. The Interlayer Shear Strength (ISS) was measured at different pavement interfaces (wearing-binder, binder-base) and time intervals by testing extracted cores with ASTRA and Leutner equipment. The results show that the interlayer bonding properties of WMA pavements are comparable to HMA pavements and are not affected by the WMA additive type. Moreover, ISS depends on the properties of the tack coat applied between the layers and increases over time due to aging effects, especially when the interface is below an open-graded friction course (OGFC). These findings further encourage the use of WMA as environmentally sustainable technologies for the construction and maintenance of asphalt pavements.
{"title":"Interlayer bonding properties of warm recycled asphalt pavements","authors":"G. Ferrotti","doi":"10.48295/et.2023.91.2","DOIUrl":"https://doi.org/10.48295/et.2023.91.2","url":null,"abstract":"The need for sustainable road infrastructures has led to great interest in Warm Mix Asphalt (WMA) technologies, which allow the production, lay-down and compaction of asphalt mixtures at reduced temperatures, about 40°C lower than traditional Hot Mix Asphalt (HMA). The use of WMA ensures lower emissions and is also beneficial in the recycling of Reclaimed Asphalt (RA) deriving from the milling of end-of-life pavements. One of the main concerns regarding WMA is the possible poor adhesion between the pavement layers that could be caused by the reduced working temperatures during the paving operations. However, almost no data are currently available in literature on this aspect, which thus could represent a deterrent to the wide application of WMA by road agencies. In this regard, this paper focuses on the investigation of the interlayer bonding properties of warm recycled asphalt pavements constructed along various Italian motorways and national roads using different WMA chemical additives. The Interlayer Shear Strength (ISS) was measured at different pavement interfaces (wearing-binder, binder-base) and time intervals by testing extracted cores with ASTRA and Leutner equipment. The results show that the interlayer bonding properties of WMA pavements are comparable to HMA pavements and are not affected by the WMA additive type. Moreover, ISS depends on the properties of the tack coat applied between the layers and increases over time due to aging effects, especially when the interface is below an open-graded friction course (OGFC). These findings further encourage the use of WMA as environmentally sustainable technologies for the construction and maintenance of asphalt pavements.","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77472378","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
An original in vehicle Intelligent Speed Adaptation System for Visibility (V-ISA) was designed to promote compliance with real-time speed management. The functionality of V-ISA is based on the prevailing sight conditions along the road, and operates in two variants: (i) providing visual information, and (ii) vehicle speed intervention. A road scenario with the driver performing merging and diverging manoeuvres in a motorway section was designed. A within-subject experiment involved 32 participants and a vehicle equipped with the two variants and the system off (baseline condition) under two traffic flow conditions. V ISA had a significant positive effect on the drivers’ longitudinal performance along ramps. This change in behaviour along ramps had no effect on merging and diverging manoeuvres. V ISA had a positive impact on driver speed behaviour in such complex road environment and assisted drivers to modulate the operating speed towards the safe dynamic limits.
{"title":"Adapting V ISA Technology: Driver Behaviour along Interchange Ramp and Merging/Diverging Terminals","authors":"A. Hazoor","doi":"10.48295/et.2023.91.3","DOIUrl":"https://doi.org/10.48295/et.2023.91.3","url":null,"abstract":"An original in vehicle Intelligent Speed Adaptation System for Visibility (V-ISA) was designed to promote compliance with real-time speed management. The functionality of V-ISA is based on the prevailing sight conditions along the road, and operates in two variants: (i) providing visual information, and (ii) vehicle speed intervention. A road scenario with the driver performing merging and diverging manoeuvres in a motorway section was designed. A within-subject experiment involved 32 participants and a vehicle equipped with the two variants and the system off (baseline condition) under two traffic flow conditions. V ISA had a significant positive effect on the drivers’ longitudinal performance along ramps. This change in behaviour along ramps had no effect on merging and diverging manoeuvres. V ISA had a positive impact on driver speed behaviour in such complex road environment and assisted drivers to modulate the operating speed towards the safe dynamic limits.","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89094426","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Given the need to promote the circular economy and sustainability, one of the main current trends in road materials construction is to employ industrial residues and by-products deriving from renewable sources as extender, replacement or modifier of bitumen, obtaining the so-called “bio-binders”. As regards, lignin can represent a potentially attractive solution, because it is the most abundant natural biopolymer, available in large quantity and characterized by certain chemical similarity with bitumen. In this context, this study focuses on the evaluation of two dense-grade asphalt mixtures for binder layer made with bio-binders containing two different lignins, as partial replacement of bitumen. A preliminary phase allowed to optimize lignin content (30% by bio-binder weight) based on empirical test (i.e. dynamic viscosity, penetration and softening point tests) with the aim of maximizing the bitumen replacement and at the same time obtaining two bio-binders having a consistency similar to a reference plain bitumen. In the second phase, two bio-based mixtures were produced by using the before-optimized bio-binders in different attempt contents. After mixing, specimens were produced by means of a gyratory compactor at set gyrations. Then, the two lignin-based asphalt mixtures were compared with the reference mixture in terms of workability, Indirect Tensile Strength (ITS) and water sensitivity. Despite the bio-based mixtures revealed a slightly penalized workability, overall results showed that they are characterized by fully comparable performances to the reference one, allowing a reduction of the effective bitumen content.
{"title":"Performance Analysis of Bio-Based Asphalt Mixtures Containing Lignin","authors":"E. Gaudenzi","doi":"10.48295/et.2023.91.1","DOIUrl":"https://doi.org/10.48295/et.2023.91.1","url":null,"abstract":"Given the need to promote the circular economy and sustainability, one of the main current trends in road materials construction is to employ industrial residues and by-products deriving from renewable sources as extender, replacement or modifier of bitumen, obtaining the so-called “bio-binders”. As regards, lignin can represent a potentially attractive solution, because it is the most abundant natural biopolymer, available in large quantity and characterized by certain chemical similarity with bitumen. In this context, this study focuses on the evaluation of two dense-grade asphalt mixtures for binder layer made with bio-binders containing two different lignins, as partial replacement of bitumen. A preliminary phase allowed to optimize lignin content (30% by bio-binder weight) based on empirical test (i.e. dynamic viscosity, penetration and softening point tests) with the aim of maximizing the bitumen replacement and at the same time obtaining two bio-binders having a consistency similar to a reference plain bitumen. In the second phase, two bio-based mixtures were produced by using the before-optimized bio-binders in different attempt contents. After mixing, specimens were produced by means of a gyratory compactor at set gyrations. Then, the two lignin-based asphalt mixtures were compared with the reference mixture in terms of workability, Indirect Tensile Strength (ITS) and water sensitivity. Despite the bio-based mixtures revealed a slightly penalized workability, overall results showed that they are characterized by fully comparable performances to the reference one, allowing a reduction of the effective bitumen content.","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78531980","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Increasing traffic flows on road infrastructures and the associated comfort and safety problems have led to an increased risk of accidents for road users. To take the proper corrective actions, it is fundamental to analyze the accident phenomenon in all its aspects. The purpose of the current paper was the development of an accident prediction model for rural road segments of Friuli-Venezia Giulia (FVG) Region. The model predicts the accident frequency as a function of Annual Average Daily Traffic (AADT), segment length, and both geometrical and environmental features related to the targeted road segment. The procedure is based on the Empirical Bayes (EB) method. The statistical model used to express the road segments’ safety was the multivariate regression structure of the Safety Performance Functions. Results of a CURE plots analysis verified that the model is highly reliable in predicting the accident dataset for AADT up to 12500 vehicles per day.
{"title":"Multivariate Regression of Road Segments’ Accident Data in Italian Rural Networks","authors":"N. Baldo","doi":"10.48295/et.2023.91.6","DOIUrl":"https://doi.org/10.48295/et.2023.91.6","url":null,"abstract":"Increasing traffic flows on road infrastructures and the associated comfort and safety problems have led to an increased risk of accidents for road users. To take the proper corrective actions, it is fundamental to analyze the accident phenomenon in all its aspects. The purpose of the current paper was the development of an accident prediction model for rural road segments of Friuli-Venezia Giulia (FVG) Region. The model predicts the accident frequency as a function of Annual Average Daily Traffic (AADT), segment length, and both geometrical and environmental features related to the targeted road segment. The procedure is based on the Empirical Bayes (EB) method. The statistical model used to express the road segments’ safety was the multivariate regression structure of the Safety Performance Functions. Results of a CURE plots analysis verified that the model is highly reliable in predicting the accident dataset for AADT up to 12500 vehicles per day.","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76952220","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
TIS Roma 2022, organized by AIIT, the Italian Association for Traffic and Transport Engineering, and hosted by ACI, Automobile Club d’Italia, was aimed, indeed, at exploring and discussing new foreseeable conditions and constraints for transport systems and infrastructures to better address the future policies and strategies.The third edition of the AIIT International Conference provided a forum for discussion, interactions and exchange among researchers, scientists and engineers whose fields of interest concern transport and infrastructure engineering.
TIS Roma 2022由意大利交通运输工程协会(AIIT)组织，意大利汽车俱乐部(ACI)主办，旨在探索和讨论交通系统和基础设施的新可预见条件和限制，以更好地应对未来的政策和战略。第三届AIIT国际会议为研究人员、科学家和工程师之间的讨论、互动和交流提供了一个论坛，他们的兴趣领域涉及运输和基础设施工程。
{"title":"New scenarios for transport infrastructures: transition to inclusivity, resilience and sustainability","authors":"G. Cantisani","doi":"10.48295/et.2023.91.0","DOIUrl":"https://doi.org/10.48295/et.2023.91.0","url":null,"abstract":"TIS Roma 2022, organized by AIIT, the Italian Association for Traffic and Transport Engineering, and hosted by ACI, Automobile Club d’Italia, was aimed, indeed, at exploring and discussing new foreseeable conditions and constraints for transport systems and infrastructures to better address the future policies and strategies.The third edition of the AIIT International Conference provided a forum for discussion, interactions and exchange among researchers, scientists and engineers whose fields of interest concern transport and infrastructure engineering.","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80854928","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The recent growth of e-Commerce has induced an increasing freight demand, which could lead to negative externalities, in particular in urban areas. To foster sustainable development of cities and increase their livability, many local authorities are implementing urban vehicle access regulations, such as low-emission zones, banning the circulation of polluting vehicles. These measures prompted the adoption of new sustainable freight transport solutions for last mile deliveries, such as cargo bikes. The aim of this paper is to describe the study for the implementation of such a system. The procedure was tested (1) to define the location of a transshipment facility where parcels are moved from vans to cargo bikes, (2) to estimate the environmental and economic sustainability of the system, and (3) to quantify the effects of uncertainty in the final results. The framework was applied to the city center of Padova (Italy), where two sets of delivery system were considered: the first with traditional vans starting from an existing urban consolidation center and the second with manual and electric cargo bikes starting from a micro-depot. In particular, demand of home deliveries was estimated for a typical weekday; routes of freight transport means were defined by an optimization procedure; these data were used as input to a Discrete Event Simulation model. A sensitivity analysis was carried out modelling the potential uncertainty associated with load/unload times and travel speed of means, due to traffic congestion. Several scenarios were tested considering three locations as potential transshipment points. Outcomes of the simulations were used to estimate key performance indicators, evaluating the environmental and economic effects of the two delivery schemes. Results highlighted the potentiality of cargo bikes as a sustainable delivery system, and the impacts of uncertainty on the ranking of alternative options (i.e. micro-hubs).
{"title":"Last mile distribution using cargo bikes: a simulation study in Padova","authors":"Riccardo Ceccato","doi":"10.48295/et.2023.90.3","DOIUrl":"https://doi.org/10.48295/et.2023.90.3","url":null,"abstract":"The recent growth of e-Commerce has induced an increasing freight demand, which could lead to negative externalities, in particular in urban areas. To foster sustainable development of cities and increase their livability, many local authorities are implementing urban vehicle access regulations, such as low-emission zones, banning the circulation of polluting vehicles. These measures prompted the adoption of new sustainable freight transport solutions for last mile deliveries, such as cargo bikes. The aim of this paper is to describe the study for the implementation of such a system. The procedure was tested (1) to define the location of a transshipment facility where parcels are moved from vans to cargo bikes, (2) to estimate the environmental and economic sustainability of the system, and (3) to quantify the effects of uncertainty in the final results. The framework was applied to the city center of Padova (Italy), where two sets of delivery system were considered: the first with traditional vans starting from an existing urban consolidation center and the second with manual and electric cargo bikes starting from a micro-depot. In particular, demand of home deliveries was estimated for a typical weekday; routes of freight transport means were defined by an optimization procedure; these data were used as input to a Discrete Event Simulation model. A sensitivity analysis was carried out modelling the potential uncertainty associated with load/unload times and travel speed of means, due to traffic congestion. Several scenarios were tested considering three locations as potential transshipment points. Outcomes of the simulations were used to estimate key performance indicators, evaluating the environmental and economic effects of the two delivery schemes. Results highlighted the potentiality of cargo bikes as a sustainable delivery system, and the impacts of uncertainty on the ranking of alternative options (i.e. micro-hubs).","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77478226","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
When drivers approach a signalized intersection at the start of the yellow signal, they might be reluctant to decide whether to stop or go through the intersection due to the dilemma zone (DZ), with the consequent risk of improper behaviors that can lead to rear-end collisions and right-angle crashes. The main goal of this research is to analyze the driver's behavior at the onset of the yellow signal and to identify the most effective countermeasures for the resolution of the dilemma zone in order to improve the safety and efficiency of urban signalized intersections. A driving simulator study was carried out, and three different countermeasures were specifically designed and tested: Green Signal Countdown Timers (GSCT) (C1); a new scheme of vertical and horizontal warning signs (C2); and an in-vehicle advanced driving assistance system that uses Augmented Reality (AR) and connected vehicle technologies (C3). Forty-six volunteers took part in the experiments, driving the same scenario four times (three with countermeasures and one as a baseline condition). The results demonstrated that with countermeasure C1, the length of the DZ increased with respect to the baseline condition; moreover, the stop/go drivers’ decisions were found to be more inconsistent, increasing the potential risk of rear-end crashes. Conversely, countermeasures C2 and C3 resulted in a reduction of DZ length (-30.5% and 21.6%, respectively); in addition, C2 was found to be the one that recorded the greatest consistency of drivers’ decision-making behaviors, while C3 provided the drivers with timely and personalized early-stop warnings and recorded fewer wrong behaviors. Based on the results of this study, C2 and C3 countermeasures might be a good way to improve safety and operations at urban signalized intersections and cut down on the number of drivers who aren't sure what to do when the yellow light comes on.
{"title":"Assessing the Impact of Safety Countermeasures on Dilemma Zones at Signalized Intersections of Urban Roads: a Driving Simulator Study","authors":"A. Calvi","doi":"10.48295/et.2023.91.4","DOIUrl":"https://doi.org/10.48295/et.2023.91.4","url":null,"abstract":"When drivers approach a signalized intersection at the start of the yellow signal, they might be reluctant to decide whether to stop or go through the intersection due to the dilemma zone (DZ), with the consequent risk of improper behaviors that can lead to rear-end collisions and right-angle crashes. The main goal of this research is to analyze the driver's behavior at the onset of the yellow signal and to identify the most effective countermeasures for the resolution of the dilemma zone in order to improve the safety and efficiency of urban signalized intersections. A driving simulator study was carried out, and three different countermeasures were specifically designed and tested: Green Signal Countdown Timers (GSCT) (C1); a new scheme of vertical and horizontal warning signs (C2); and an in-vehicle advanced driving assistance system that uses Augmented Reality (AR) and connected vehicle technologies (C3). Forty-six volunteers took part in the experiments, driving the same scenario four times (three with countermeasures and one as a baseline condition). The results demonstrated that with countermeasure C1, the length of the DZ increased with respect to the baseline condition; moreover, the stop/go drivers’ decisions were found to be more inconsistent, increasing the potential risk of rear-end crashes. Conversely, countermeasures C2 and C3 resulted in a reduction of DZ length (-30.5% and 21.6%, respectively); in addition, C2 was found to be the one that recorded the greatest consistency of drivers’ decision-making behaviors, while C3 provided the drivers with timely and personalized early-stop warnings and recorded fewer wrong behaviors. Based on the results of this study, C2 and C3 countermeasures might be a good way to improve safety and operations at urban signalized intersections and cut down on the number of drivers who aren't sure what to do when the yellow light comes on.","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81797324","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Nowadays, smart mobility can rely on innovative tools for the knowledge of road system conditions, like operating speed data extracted from the so-called Floating Car Data (FCD). Probe vehicles in the traffic flow send to operation centres a large amount of travel information, collected through GPS detection systems, especially with regard to geolocation, date and time, direction and speed. As the sample deriving from these vehicles represents a tiny portion of the entire vehicular fleet, in this paper an analysis and a comparison with data obtained by point-based traffic sensors is proposed. Therefore, the study analyses data collected by inductive loop detectors and microwave radar sensors, that provide information on the entire traffic flow in the time domain, in particular with the aim to identify free flow speed time bands. Afterwards, by means of the fusion between the results obtained from the data coming from these point-based control units and the ones coming from the probe vehicles, a comparison of the operating speeds in the two conditions of constrained and unconstrained traffic flow is performed.
{"title":"Blending of Floating Car Data and Point-Based Sensor Data to Deduce Operating Speeds under Different Traffic Flow Conditions","authors":"Giulia Del Serrone","doi":"10.48295/et.2023.91.5","DOIUrl":"https://doi.org/10.48295/et.2023.91.5","url":null,"abstract":"Nowadays, smart mobility can rely on innovative tools for the knowledge of road system conditions, like operating speed data extracted from the so-called Floating Car Data (FCD). Probe vehicles in the traffic flow send to operation centres a large amount of travel information, collected through GPS detection systems, especially with regard to geolocation, date and time, direction and speed. As the sample deriving from these vehicles represents a tiny portion of the entire vehicular fleet, in this paper an analysis and a comparison with data obtained by point-based traffic sensors is proposed. Therefore, the study analyses data collected by inductive loop detectors and microwave radar sensors, that provide information on the entire traffic flow in the time domain, in particular with the aim to identify free flow speed time bands. Afterwards, by means of the fusion between the results obtained from the data coming from these point-based control units and the ones coming from the probe vehicles, a comparison of the operating speeds in the two conditions of constrained and unconstrained traffic flow is performed.","PeriodicalId":45410,"journal":{"name":"European Transport-Trasporti Europei","volume":null,"pages":null},"PeriodicalIF":0.7,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90720741","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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