In the scientific literature, differences in driving behavior due to the presence of users familiar (or unfamiliar) with the road are considered in the Highway Capacity Manual (HCM) procedure used to evaluate the Level of Service for Freeways and Highways. However, the problem of the influence of memory on driver behavior, although considered, it is still largely unexplored. This paper reports the results of a test carried out on a two lane rural road in the District of Bari in Puglia Region (Italy) in order to test whether user familiarity with the road influences the average travel speed on this kind of road and to study how many times recreational users have to travel a road to become familiar with it and how the frequency of journeys influences the process. The study of human behavior related to user familiarity with a road should be deepened in order to better calculate the quality of circulation or Level Of Service (LOS) and better understand the relationships between accident rates, traffic flow and driver categories.

The severe consequences of road tunnel fires have led researchers to investigate the best safety design methodology. Italy has the main tunnel network in Europe and consequently the importance of a definition of the optimal design standard is a key issue. This paper reviews the design of the means of egress from tunnels within the Italian Codes (analysing both prescriptive and performance-based approaches). The paper presents an in depth analysis of how Italian Codes tackle the problems related to tunnel evacuation processes in the case of the Performance-Based Design approach (i.e. the calculation of the RSET – Required Safe Egress Time). This need comes from the fact that the analysis of the RSET has not been object of the same amount of studies as the ASET – Available Safe Egress Time due to the implicit challenging nature of RSET. A set of evacuation models among the most used by practitioners (FDS+Evac, STEPS, Simulex, Pathfinder) has been reviewed with the scope of testing their applicability within Italian Fire legislation for tunnel safety. Among the problems affecting the reliability of model results, two fundamental points have been analysed: (1) the ability of the models to reproduce the fire conditions affecting the evacuation process; (2) the lack of data regarding Human Behaviour and the way it can affect the reliability of the results. Solutions to take into account the model limitations have been suggested. Possible future Research developments as well as improvements within the evacuation models and the existing Legislation are also provided

Perseguire la mobilità sostenibile, in particolare nelle aree urbane, è divenuto un obiettivo prioritario delle politiche nazionali e mondiali in materia di trasporti ed ambiente [1]. Oltre alla comunicazione ed allo sviluppo di modalità di spostamento pubblico a2dabili, confortevoli e sicure, l’ottimizzazione della pedonalità e della ciclabilità urbana rappresenta uno dei principali strumenti utili a realizzare una mobilità urbana sostenibile [2]. In letteratura vi sono numerosi studi che tentano di descrivere le peculiarità della modalità ciclabile che, per propria natura, si rivela essere non facilmente schematizzabile o completamente rappresentabile [3] [4] [5]. La raccolta di dati inerenti alla domanda ciclabile ed ai tempi di percorrenza ciclabili è, di fatto, più ostica rispetto a quella relativa ad altre modalità di trasporto. Con l’avvento dei sistemi di Bike Sharing nelle principali città europee [6] ci si ritrova di fronte ad una preziosa mole di dati (frequenza di utilizzo e tempi di percorrenza) utilizzabili per la gestione e la pianificazione della ciclabilità urbana. Nel presente lavoro sono descritti i principali risultati ottenuti dall’analisi dei dati storici rinvenienti dal primo anno di servizio del sistema Bike Sharing nella Città di Bari [7]. Con tali dati è stato possibile analizzare la ciclabilità urbana in una città che, culturalmente legata agli spostamenti in auto privata anche per brevi distanze, solamente da poco tempo ha iniziato ad implementare un piano ciclabile infrastrutturale cittadino. Oltre alla descrizione del sistema di condivisione ciclabile di Bari il lavoro si pone due principali obiettivi: ricercare una semplice metodologia che fornisca uno strumento per la gerarchizzazione delle azioni gestionali ed infrastrutturali da adottare per ottimizzare il sistema ciclabile di una città e ricercare degli indicatori che caratterizzino la ciclabilità della stessa, in maniera concisa ed e2ciente. Nella prima parte dell’articolo viene sintetizzato lo stato dell’arte sulle direttive e sugli studi in ambito di ciclabilità; quindi si descrive in che modo i dati rilevati dai sistemi di condivisione Bike Sharing possano essere utilizzati per completare le metodologie di analisi della ciclabilità. Transitando dalla descrizione dei dati e del funzionamento del Bike Sharing nella città di Bari, si passa ad analizzare i tempi di percorrenza e le velocità ciclabili, che forniscono le considerazioni utili a raggiungere gli obiettivi specifici del lavoro.

La progettazione di una infrastruttura necessita sempre l’attenzione da parte dei progettisti alle categorie disabili. Queste categorie sono di solito prese in considerazione dal punto di vista del concetto di accessibilità, intesa come il grado in cui un ambiente è a disposizione di quante più persone possibili, comprese le persone con disabilità. Guardando il problema dal punto di vista della sicurezza degli edifici, l'attenzione deve essere focalizzata su un altro punto di vista: la valutazione del concetto di “egressibilità” uguale (definita come "lo stesso livello di sicurezza" per tutti gli utenti. A tal fine, i modelli computazionali di evacuazione attualmente disponibili sono strumenti utili per valutare le condizioni di sicurezza di un infrastruttura esistente o in fase di progetto e ottimizzare la gestione delle emergenze. Purtroppo, spesso mostrano i loro punti deboli quando si cerca di simulare le persone disabili. Devono essere presi in considerazione alcuni parametri specifici quando si simula il processo di evacuazione delle persone con disabilità e gli effetti della loro presenza può essere rilevante ai fini del calcolo dei tempi di evacuazione in particolare in ambienti dove la presenza delle utenze deboli è rilevante (ad esempio ospedali, centri sanitari, case di cura, case di riposo, ecc.). Nonostante la loro importanza per l'affidabilità dei risultati, un numero limitato di ricerche mostrano dati su questo tipo di utenti. In una prima fase, il lavoro analizza i dati attualmente disponibili circa i fattori fondamentali che riguardano le diverse categorie di persone disabili. In una seconda fase, le caratteristiche di una serie di modelli di evacuazione (FDS+Evac, STEPS, Pathfinder) sono state analizzate al fine di identificare quelle caratteristiche che possono essere utili per la simulazione delle persone disabili all'interno di ogni modello. Le conclusioni si incentrano sulle capacità dei modelli di simulare caratteristiche e comportamenti degli utenti disabili e i loro effetti sui tempi di evacuazione.

Introduction This paper discusses an issue long debated by experts and that is at the core of the evaluation of the impact of many policies and projects in planning: the interaction between Land Use and Transport Planning. Today, despite the relevant quantity of papers produced, many different opinions remain about the dominant nature of these interactions (cf. Priemus, Nijkamp and Banister, 2001; Cao, Mokhtarian and Handy, 2007), thus suggesting the hypothesis that at the basis of this variety of opinions there might be an inconsistency in the methods used to analyse this topic. This paper attempts to verify this hypothesis, starting from deductive evidence that has emerged in recent years, taking into account some fundamental concepts that today seem to be evolving and considering the different possible methods to deal with this topic. An innovative method is proposed using a deductive approach and its consequences are discussed. This method could be useful to better understand the origin of modern land use policies such as Smart Growth, New Urbanism and Access Management and to optimize their future development. The matter is indeed rather complex and interdisciplinary. It involves many subjects and it needs the point of view of many cultural approaches. For this reason, the authors cannot claim to have fully answered the question. However, our aim is to offer a useful contribution to the debate on this topic in the scientific and planning community. Some of the intuitions contained in this paper are the results of the continuous process of analysis of previous studies carried out by the authors, the investigation of empirical data, and the efforts to map this difficult and still somewhat unexplored scientific context. Some of these ideas are largely explorative and not yet scientifically or empirically proved, but they are reasonable within a not yet confuted hypothesis. The hope is to inspire further theoretical developments, new data and multidisciplinary contributions in this field, and to contribute to define the whole subject in a more comprehensive way.

Differences in driving behaviour due to the presence of users familiar (or unfamiliar) with the road are considered in the Highway Capacity Manual (HCM) procedure used to evaluate the level of service of Freeways and Highways. However, although considered, the matter is largely unexplored: there is a lack of theoretical foundations and data on determining the impact of route familiarity on accident rates, speed choice and risk perception. On the other hand, some literature studies confirm that route familiarity is influential on driving behavior, encouraging research in this sense. In this paper, the authors propose some possible relationships between route familiarity and road safety by considering an experiment carried out on a two lane rural road and, in particular, by analysing how the habit of driving on a given route could be influential in speed choice, risk perception and, potentially, on accident rates too.

The current state-of-the-art presents a multiplicity of evacuation models for simulating emergency scenarios. Each model involves different methodological solutions to represent the same process and each one has its strengths and limitations. In addition, they have their own specific features and often practitioners do not have a thorough understanding of the variables that could be input into the models and how they will affect the results. Thus, there is a need to analyse the differences between the models, why they occur and how they affect the calculations. This study compares three evacuation models (FDS+Evac, STEPS, Pathfinder) and the analytical calculations provided in the Society of Fire Protection Engineers (SFPE) Handbook, each of them using different simulation methods. The case-study is the Lantueno tunnel in Spain (a two-bore road tunnel with an emergency link tunnel between the two bores). The results initially show that, when considering evacuation scenarios with a single available exit and favourable response times, the obtained evacuation times do not differ significantly between the models. In a second step, the analysis of more complex scenarios has allowed the determination of the main factors of occupant–fire interactions that cause the differences between the models: the use of unfavourable pre-evacuation times and the exit selection process under low visibility conditions. These differences occur in relation to: (1) modelling method, (2) degree of depth of the analysis of the fire conditions during the calibration of the inputs, and (3) user’s experience in applying appropriate safety factors when using only one model.

Nel presente articolo si presenta l’attività di ricerca svolta dal gruppo di ricerca afferente al settore Settore Scientifico Disciplinare “Strade ferrovie e aeroporti” del Politecnico di Bari, che ha riguardato, in questi ultimi anni, prevalentemente tematiche relative alla sicurezza stradale, alla mobilità sostenibile e alle pavimentazioni drenanti. Gli studi attualmente in corso nel Politecnico di Bari, sono: analisi del comportamento degli utenti stradali con particolare riferimento alla familiarità con il tracciato, innovazione nel campo dei materiali stradali, con particolare attenzione alle pavimentazioni drenanti finalizzata all’ottimizzazione funzionale dei conglomerati ed al trattamento delle acque di piattaforma, studio sull’ efficacia territoriale, l’attrattività e le criticità dei percorsi ciclabili, finalizzato alla ottimizzazione della pianificazione e della gestione degli stessi, analisi delle problematiche di interazione tra veicolo, strada e ambiente, finalizzata alla determinazione ed alla mitigazione del rischio di perdita di aderenza; innovazione nel campo delle infrastrutture aeroportuali.

In Europe, bottom ash (BA) is used in road construction as a fill material, mainly in embankments. The use of bottom ash as an aggregate in asphalt concretes is still in the early stages. The paper describes the results of tests performed at the Polytechnic of Bari on asphalt concretes containing BA coming from ENEL Spa plants in Brindisi (Italy). Asphalt concretes made using BA mixed with local aggregates, were evaluated. In particular, a specific attempt was done in order to evaluate the applicability of this technology for the production of the binder layer in surface course.

Nel presente articolo si presenta l’attività di ricerca svolta dal gruppo di ricerca afferente al settore Settore Scientifico Disciplinare “Strade ferrovie e aeroporti” del Politecnico di Bari, che ha riguardato, in questi ultimi anni, prevalentemente tematiche relative alla sicurezza stradale, alla mobilità sostenibile e alle pavimentazioni drenanti. Gli studi attualmente in corso nel Politecnico di Bari, sono: analisi del comportamento degli utenti stradali con particolare riferimento alla familiarità con il tracciato, innovazione nel campo dei materiali stradali, con particolare attenzione alle pavimentazioni drenanti finalizzata all’ottimizzazione funzionale dei conglomerati ed al trattamento delle acque di piattaforma, studio sull’ efficacia territoriale, l’attrattività e le criticità dei percorsi ciclabili, finalizzato alla ottimizzazione della pianificazione e della gestione degli stessi, analisi delle problematiche di interazione tra veicolo, strada e ambiente, finalizzata alla determinazione ed alla mitigazione del rischio di perdita di aderenza; innovazione nel campo delle infrastrutture aeroportuali

Il Progetto di ricerca PaSSS (Parco Scientifico della Sicurezza Stradale) è risultato vincitore nell’ambito del bando nazionale per la realizzazione degli interventi strategici previsti dal secondo Programma Annuale di Attuazione 2003. Tale progetto si propone come strumento strategico di diagnosi, analisi e mitigazione del fenomeno dell’incidentalità stradale in ambito urbano e prevede: la realizzazione di un centro di ricerca all’interno del quale promuovere, verificare e attuare programmi scientifici e tecnologici d’avanguardia, la realizzazione di un centro servizi nel quale ospitare le diverse funzioni e attività di progetto, la realizzazione di una pista didattica, luogo di educazione alla guida. Il costo complessivo del progetto è di € 5.500.000 mentre l’ente capofila del Progetto è il Comune di Bari. La responsabilità scientifica del PaSSS è del Prof. Ing. Pasquale Colonna del Politecnico di Bari. Altri ricercatori coinvolti nello sviluppo della iniziativa sono il Prof. Ing. Vittorio Ranieri e l’Ing. Nicola Berloco

This paper presents the results of an experimental trial conducted on a population of 64 road users. 7 Test participants drove a vehicle equipped with GPS on an oval racetrack. The GPS system 8 recorded the position and the speed of the vehicle. The objectives of this study were to analyze1) 9 the correlation between risk and the speed perceived by the drivers, 2) the influence of the 10 geometric layout on the perceived risk, 3) the influence of familiarity with the environment on the 11 perceived risk, 4) the analytical perception of the speed. Test participants were recruited to drive on 12 the test track for a total of 18 laps. The population demographics were identified through a 13 questionnaire. Three different scenarios were used during the experimental trials. The scenarios 14 consisted of different driving instructions given to the drivers, namely 1) the adoption of three 15 vehicle speeds indicated qualitatively (low, medium, high) with no real time information to the 16 driver about the speed, 2) the adoption of three speeds indicated quantitatively with no real time 17 information to the driver about the speed, 3) the adoption of three speeds indicated qualitatively 18 (i.e., using a low, medium and high level of safety) with real time information on the speed to the 19 driver. The study permitted us to identify a correlation between risk perception and drivers’ 20 familiarity with the test track. The test also showed the relationship between speed and perceived 21 risk and the relationship between speed and the geometric layout of the racetrack

The purpose of this study is to try to characterize the urban cyclability of the city of Bari (Italy) analyzing the data from the bike sharing system. The methodology used for the characterization is designed to be general so that, applied in different contexts, it could make it possible to compare cyclability in different cities. At the same time the aim of the paper is to provide a methodology that shows the strengths and weaknesses of a cycling system, providing a real support to decisions in order to properly allocate resources and to optimize the bicycle network.

This paper addresses the problem of reproducing the effect of different visibility conditions on people’s walking speed when using evacuation models. In particular, different strategies regarding the use of default settings and embedded data-sets are investigated. Currently, the correlation between smoke and walking speed is typically based on two different sets of experimental data produced by 1) Jin and 2) Frantzich and Nilsson. The two data-sets present different experimental conditions, but are often applied as if equivalent. In addition, models may implement the same data-sets in different ways. To test the impact of this representation within evacuation tools, the authors have employed six evacuation models, making different assumptions and employing different data-sets (FDS+EVAC, Gridflow, buildingEXODUS, STEPS, Pathfinder and Simulex). A simple case-study is simulated in order to investigate the sensitivity of the representation of two key variables: 1) initial occupant speeds in clear conditions, 2) extinction coefficients. Results show that 1) evacuation times appear to be consistent if models use the same data-sets and interpret the smoke vs speed correlation in the same manner 2) the same model may provide different results if applying different data-sets or interpretations for configuring the inputs; i.e. default settings are crucial for the calculation of the model results 3) models using embedded data-sets/assumptions require user expertise, experience and understanding to be employed appropriately and the results evaluated in a credible manner.

Porous pavements (PP) and porous friction courses (PFC) are increasingly recognized as viable alternatives to traditional impervious pavements. PP and PFCs passively provide safety, hydrologic and rainfall-runoff treatment benefits. These benefits are a result of such permeable systems providing hydraulic conveyance and filtration of particulate matter (PM) transported by runoff. With respect to 1) hydrology, these systems re-introduce infiltration, evaporation and storage phenomena; 2) traffic and road safety, increase skid resistance in wet conditions, reduce hydroplaning, reduce splash and spray phenomena; and 3) runoff treatment, as a function as a filter for PM and PM-bound constituents. These phenomena and the models therefore are a function of the hydrodynamics within the porous medium (which are not necessarily laminar) and commonly characterized using the hydraulic conductivity of the porous medium. Within the scope of this study the measured hydraulic conductivity (permeability) of 12 common porous asphalt mixes were examined. As is common for PP and PFCs, a Darcian model for the hydraulic conductivity in the laminar regime of flow was examined. However during testing, hydrodynamic regimes in porous asphalt (PA) that extended beyond laminar flow were identified for these porous mixes. Therefore, the variability of the hydraulic conductivity as a function of applied hydraulic head within a hydrodynamic regime (based on Reynolds number) was measured and modelled. From these results a saturated seepage model valid for laminar and transitional regimes was developed. Implications for the application of standardized permeameter testing of such porous mix designs are reported

The paper reports some experimental studies on the impact of the driver feedback signs for speeds on drivers’ behaviour. For this aim spot speeds have been collected on a two lane rural highway at the hinterland of Bari (Italy). It has been appropriately chosen according to its geometric and environmental characteristics. Data were collected using both a hidden radar speed detector and a radar reporting current speeds on a panel clearly visible by the drivers. The analysis of the collected data seems to suggest the existence of a time dependent function of “awareness” of the drivers to the exposure of these signs. The paper also reports about the original way followed by the authors to quantify the impact that these signs have on the driving behaviour; it also gives a correlation between the drivers’ awareness and the impact the it has on drivers’ behavior. Interesting conclusions about the effectiveness of this kind of signs have been drawn

Abstract In the past two decades, runoff-permeable porous pavement and porous friction courses of pavement systems have been implemented more frequently, first in Europe and subsequently in the United States. Consequently, research and case studies are increasing, with a commensurate increase in the knowledge base for these drainable pavement matrices and systems. The main distinguishing parameter of these porous matrices is the hydraulic conductivity (k), as compared with traditional impervious pavements. Equipment and standards for measuring k vary widely. This variability includes laboratory and field permeameters, constant-head and falling-head permeameters, and methods based on differing equipment and differing protocols. In many cases, such variability generates results that are either difficult to compare or not comparable. As a result, the value of ft that is generated from different methods and different equipment is uncertain. The disparate methods and measurement of k: as a parameter challenge the researcher and the practitioner. During the development and specifying phase, the researcher and the designer require a representative value of ft to ensure proper predictive models and design. During and after construction, the engineer and the practitioner require k for quality control. This paper illustrates and summarizes the available methods for measuring the k of pavement porous mixes. Some case studies are examined to verify the differences between methods and equipment used for determination of k. The European Standard UNI EN 12697-19 is examined through an experimental study. Theoretical and practical results help explain the measurement of k for pavements as a primary parameter of porous runoff-permeable mixes.

This paper represents an updating step of analyze the problem of friction of road vehicles. One of the greatest results of research into the role of friction in road safety is the 3rd criterion of Lamm. This criterion defines the road consistency of a road section on a curve, by comparison between the side friction factor assumed “fRA” and the side friction factor demanded “fRD”. the first one represents the friction force that road can provide to the vehicle; the second represents the force that the vehicle require to the road. These coefficient, in the hypothesis that the vehicle can be modeled as mass material point, are calculated. In this work it is shown that, an analysis that takes in account all the vehicle characteristics is most reliable.

In the last two decades porous pavement and porous friction courses of pavement systems are implemented more frequently, first in Europe and for over the last decade in the United States. Research studies and case studies are also increasing as a consequence of this implementation with a commensurate increase in the knowledge base for these drainable pavement matrices and systems. The main distinguishing parameter of these porous matrices is the hydraulic conductivity (k) as compared to traditional impervious pavements. There is a wide variability of equipment and standards that have developed for measuring k. This variability includes laboratory and field permeameters, constant and falling head permeameters, and methods that vary based on differing equipment and differing protocols. In many cases such variability generates results that are difficult to compare or simply not comparable. As a result there still is uncertainty as to the value of k that is generated from different methods and different equipment. This measurement of k as a parameter remains a challenge to the researcher and the practitioner. During the development and specifying phase the researcher and designer require k to ensure proper predictive models and design and during and after construction the practitioner requires k for quality control. The paper illustrates and summarizes the available methods for measuring the k of pavement porous mixes. Some case studies are examined in order to verify the differences between methods and equipment utilized for determination of k. From a European perspective, the European Standard UNI EN 12697-19 is examined through an experimental study. Theoretical and practical results are illustrated that help illuminate the measurement of k for pavements as a primary parameter of porous mixes