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.

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

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

The conventional nonpermeable asphalt pavement interface significantly modifies relationships between rainfall and runoff while also altering the coupled transport of particulate matter (PM), heat, and solutes. This study examines an original drainage design method for commonly utilized porous friction courses (PFC) promoting roadway system drainage, improved skid control, and in situ passive control of PM through infiltration-exfiltration of surface water by a pavement system PFC. This study presents a generalized mathematical model on the basis of physical modeling, which is utilized in the proposed design method. Specifically, for the geometric characteristics of a roadway, the rainfall intensity, and the mix design porosity characteristics, the method is utilized to evaluate the hydraulic response and thickness of the PFC to minimize ephemeral surface water films on the pavement. The method proves to be sufficiently robust to design the required spacing of pavement subsurface drains to minimize surface water films. Model results are synthesized into design nomographs to facilitate design solutions. The study illustrates applications of the design model and method for PFC construction. As with any drainage design model and method, field validation of the hydraulic response, for example through field permeameter testing, is require

Permeable pavement, as a sustainable infrastructure material can promote hydrologic restoration, particulate matter (PM) and solute control. However, filtration and commensurate clogging are two aspects of continued interest and discussion. This study quantifies filtration and clogging of cementitious permeable pavement (CPP) for loadings from 50 to 200 mg/L of hetero-disperse sandy-silt PM. The CPP mix design provides a hetero-disperse pore size distribution (PSD)pore, effective porosity (4e) of 24% and median pore size of 658 mm with a standard deviation of 457 mm. The PM mass separation across the entire particle size distribution (PSD)PM exceeds 80%; with complete separation for PM greater than 300 mm and 50% separation for suspended PM. Turbidity is reduced (42e95%), and effluent is below 10 NTU in the first quartile of a loading period. Permeable pavement illustrates reductions in initial (clean-bed) hydraulic conductivity (k0) with loading time. For all PM loadings, k0 (3.1 101 mm/s) was reduced to 104 mm/s for runoff loading durations from 100 to 250 h, respectively. Temporal hydraulic conductivity (k) follows exponential profiles. Maintenance by vacuuming and sonication illustrate that 96e99% of k0 is recovered. Permeable pavement constitutive properties integrated with measured PM loads and a year of continuous rainfall-runoff simulation illustrate k reduction with historical loadings. Study results measure and model filtration and hydraulic conductivity phenomena as well as maintenance requirements of permeable pavement directly loaded by urban drainage

The Polytechnic University of Bari is involved since some years in an international research regarding the functional optimisation of porous friction courses and porous pavements in general. After years of research, a design method was developed concerning the water draining capacity of such pavements so to decrease accident risks while driving in wet conditions. Currently, the research is focused in the optimisation of the fuctional properties of such pavements as regard the enviromental aspects. This is in collaboration with the University of Florida at Gainesville , the ANAS Spa (Apulia Department) and Bari Municipality. A test site was built on a ANAS road in th District of Foggia (I) and another one is being built up in Bari. This research has also a branch regarding material that is carried in collaboration with the Technical University of Warsaw.

Permeable pavement functions as a porous infrastructure interface allowing the infiltration and evaporation of rainfall–runoff while functioning as a relatively smooth load-bearing surface for vehicular transport. Hydraulic conductivity (k) of permeable pavement is an important hydraulic property and is a function of the pore structure. This study examines k for a cementitious permeable pavement (CPP) through a series of pore-structure models. Measurements utilized include hydraulic head as well as total porosity, (/t), effective porosity (/e), tortuosity (Le/L) and pore size distribution (PSD) indices generated through X-ray tomography (XRT). XRT results indicate that the permeable pavement pore matrix is hetero- disperse, with high tortuosity and /t – /e. Power law models of k–/t and k–/e relationships are developed for a CPP mix design. Results indicate that the Krüger, Fair-Hatch, Hazen, Slichter, Beyer and Terzaghi models based on simple pore-structure indices do not reproduce measured k values. The conventional Kozeny–Carman model (KCM), a more parameterized pore-structure model, did not reproduce measured k values. This study proposes a modified KCM utilizing /e, specific surface area (SSA)pe and weighted tortuosity (Le/L)w. Results demonstrate that such permeable pavement pore-structure parameters with the modified KCM can predict k. The k results are combined with continuous simulation modeling using historical rainfall to provide nomographs examining permeable pavement as a low impact development (LID) infrastructure component