Italian Road Research Articles

Safety performance assessment of extra-urban road interchanges: a review of the Italian Road Inspection methodology

In 2019, the Italian Ministry of Infrastructures launched a program of safety inspections along the roads of the Italian TEN network. The result of the ministerial program consists in multiple assessment reports about defects or hazardous conditions of the inspected infrastructures. To develop this program of inspections the methodology proposed by the Italian Guidelines, according to the EU Directive 2008/96/ CE, provide for the compilation of two types of Road Safety Inspection (RSI) reports: the first one referring to continuous segments of the network, the second one focused on singular sites (intersections, interchanges, tunnels). In this paper, moving from a critical analysis of the RSI report scheme for the safety rating of interchanges - applicable in case of insufficient, or unavailable crash data -, a more effective filing system is proposed, to objectively assess the safety performance of these singular sites. In detail, the Italian guidelines RSI report - based upon a qualitative score (rating 1-3) for aspects related to location, traffic, geometry, characteristics of signs and safety systems - is revised according to data reports developed for similar objectives by other institutions - as the FHWA - and integrated according to the Human Factor Safety Evaluation Method (RSE_HF) suggested by the PIARC in 2019. In this way, the revised report combines geometric and maintenance information with the assessment of the road characteristics leading to driving mistakes. In the second part of paper, the revised RSI procedure is applied to three different interchanges previously inspected according to the present Italian guidelines. A comparison between the results from the ministerial forms and from the suggested methodology is conducted.

Cross-Asset Resource Allocation and the Impact on Road Network Performance

The allocation of available budget among different assets is one of the most complex problems that administrations have to face in the management of transport infrastructures. In order to effectively distribute the available budget over multiple assets (e.g. pavements, bridges, guardrails, signs, lighting systems, etc.), administrations need decision support tools. Typical practice was to allocate resources with one of the four methods: historical-based, formula-based, asset value-based, needs-based. However, none of these methods considers performances and therefore they are not able to optimize the use of the resources according to the objectives set. Therefore, transportation organizations are increasingly looking to performance-based and optimization methods to improve their transparency, credibility and decision-making in the cross-asset budget allocation processes. One of the main issues of performance-based methods is the identification of a structure of performance indicators linked to strategic objectives. This study first presents a performance-based "hybrid" framework, combining top-down/bottom-up processes, for allocating funds among different classes of highway assets using an interactive multi-objective approach. Then, some examples of performance indicators linked to the most common objectives used on the Italian road network are presented, with particular attention to some assets often considered as complementary.

An Italian road pavement design method for bus lanes: proposal and application to case studies

In urban centres, the presence of bus lanes is essential to facilitate public transport services for a better sustainability of the cities and reduction of private traffic and pollution. However, bus lanes need a specific geometric (i.e. road layout) and structural (i.e. pavement layer thickness) suitable design. The pavement design of bus lanes in urban areas is often performed using traditional methods, already used for other types of roads. Given the geometric and structural peculiarities of each road in the urban centres due to the historical city development, the application of these methods can lead to an incorrect road pavement design.For this purpose, a first attempt of a road pavement design system has been developed for bus lanes: it is a specific catalogue proposal for this type of lanes, which can support the technicians in evaluating the most appropriate solutions in terms of materials and thickness, for both new construction and maintenance.After evaluating the types and main characteristics of buses circulating in Italy, traffic levels (in terms of equivalent standard axle loads), subgrade bearing capacity and pavement structure were hypothesized. Assuming three possible structures and five traffic levels, a total of forty-four design solutions were drawn up. The required pavement thickness varies from 17 to 47 cm for a new lane construction and from 9 to 22 cm for an existing lane maintenance.All the proposed solutions have been verified by methods and models based on multi-layer elastic theory available in the literature. Moreover, their validity was evaluated applying the solutions to real cases. The results of this work encouraged the authors to improve the catalogue inserting solutions with natural stone, particularly used in historic centres for architectural and aesthetical reasons, and to differentiate the pavement thickness of bus lanes subject to high stresses (intersections, stops, etc.).

Application of the new Italian assessment guidelines to a 1960s prestressed concrete road bridge

AbstractThe Italian road network comprises many bridges that were constructed around the middle of last century and are now close to, or have exceeded, their intended design lives. The advanced state of degradation of many of the bridges has been a contributing factor in a number of collapses in recent years, with the problem being particularly prevalent in prestressed concrete construction. In response to the need for improvements in the reliability of existing Italian bridges, the Ministry of Transport and Infrastructure published in 2020 a new set of guidelines for assessment and monitoring. This article undertakes a critical review of the guidelines, which are currently in a trial phase, through the multilevel assessment of a case‐study prestressed concrete road bridge. Four key areas for potential improvement in future revisions are identified: refinement of the level 3 preliminary assessment approach, greater emphasis on assessment rather than design thinking, objective Knowledge Levels, and treatment of elements with unknown levels of degradation.

Mountain Roads’ Geometric Design: Methodological Proposal for Hairpin Bend Design/Retrofitting

Mountainous roads often have to overcome considerable differences in height, which is why hairpin bends find a valid and common use. Despite this, there is a lack of specific international standards. Given the absence of a national standard governing the mountain roads’ design, in Italy, as in many other countries, the Swiss standard SNV 640198a is generally applied. This standard does not guarantee the correct geometric design of hairpin bends for Italian vehicle fleets and fleets according to the Directive 2002/7/EC. In this paper, the authors have developed a new methodology based on the Swiss standard upgrade, which is applicable internationally. Starting from hairpin bends’ geometric layouts provided by SNV 640198a and from related considerations, respectively, to the gyration formulae use and to swept path analysis’ simulations, they developed new planimetric layouts compatible with the vehicle fleet and with the cross-sectional dimensions of Italian roads. In this way, a generally valid methodology applicable to any international context was defined. In particular, the study allowed the definition of new geometric layouts to be used in hairpin bend design/retrofitting when it is necessary to guarantee the simultaneous entry into the bend of a 12 m long bus, and a car travelling in the opposite direction. Finally, the proposed methodology was applied to a mountain road case study in the Lucanian Dolomites area; an area of great tourist, cultural and environmental interest in southern Italy.

Advice of General Practitioner, of Surgeon, of Endocrinologist, and Self-determination: the Italian Road to Bariatric Surgery.

Bariatric surgery (BS) is considered the most efficient treatment for severe obesity. International guidelines recommend multidisciplinary approach to BS (general practitioners, endocrinologists, surgeons, psychologists, or psychiatrists), and access to BS should be the final part of a protocol of treatment of obesity. However, there are indications that general practitioners (GPs) are not fully aware of the possible benefits of BS, that specialty physicians are reluctant to refer their patients to surgeons, and that patients with obesity choose self-management of their own obesity, including internet-based choices. There are no data on the pathways chosen by physicians and patients to undergo BS in the real world in Italy. An exploratory exam was performed for 6months in three pilot regions (Lombardy, Lazio, Campania) in twenty-three tertiary centers for the treatment of morbid obesity, to describe the real pathways to BS in Italy. Charts of 2686 patients (788 men and 1895 women, 75.5% in the age range 30-59years) were evaluated by physicians and surgeons of the participating centers. A chronic condition of obesity was evident for the majority of patients, as indicated by duration of obesity, by presence of several associated medical problems, and by frequency of previous dietary attempts to weight loss. The vast majority (75.8%) patients were self-presenting or referred by bariatric surgeons, 24.2% patients referred by GPs and other specialists. Self-presenting patients were younger, more educated, more professional, and more mobile than patients referred by other physicians. Patients above the age of 40years or with a duration of obesity greater than 10years had a higher prevalence of all associated medical problems. The majority of patients referred to a tertiary center for the treatment of morbid obesity have a valid indication for BS. Most patients self-refer to the centers, with a minority referred by a GP or by specialists. Self-presenting patients are younger, more educated, more professional, and more mobile than patients referred by other physicians. Older patients and with a longer duration of obesity are probably representative of the conservative approach to BS, often regarded as the last resort in an endless story.

Prediction of Vehicular Traffic Flow Using Levenberg-Marquardt Artificial Neural Network Model: Italy Road Transportation System

In the last decades, the Italian road transport system has been characterized by severe and consistent traffic congestion and in particular Rome is one of the Italian cities most affected by this problem. In this study, a LevenbergMarquardt (LM) artificial neural network heuristic model was used to predict the traffic flow of non-autonomous vehicles. Traffic datasets were collected using both inductive loop detectors and video cameras as acquisition systems and selecting some parameters including vehicle speed, time of day, traffic volume and number of vehicles. The model showed a training, test and regression value (R2) of 0.99892, 0.99615 and 0.99714 respectively. The results of this research add to the growing body of literature on traffic flow modelling and help urban planners and traffic managers in terms of the traffic control and the provision of convenient travel routes for pedestrians and motorists.

Simulating electric vehicle uptake in Italy in the small-to-medium car segment: A system dynamics/agent-based model parametrized with discrete choice data.

The main goal of the paper is to provide a simulation of the potential uptake of electric vehicles in Italy up to the year 2030, as a base for transport and energy planning by public and private decision makers. We develop a hybrid model, integrating an agent-based approach for the demand module and a system dynamics approach for the supply module. The demand module is parametrized with data derived from a discrete choice survey to car users (N = 1521), representative of the Italian population. The supply module interacts with the demand module and incorporates the available data on the evolution of battery production costs. Because of the characteristics of the choice data, the model is parametrized with data relative to the small-to-medium sized car segment only, and does not include PHEVs. Word-of-mouth and advertisement induce a growing number of potential buyers to include BEVs in their choice set. Car buyers choose between the two propulsion systems based on the relative utility. We estimate that in the period 2019–2030 BEVs will gradually overtake conventional vehicles (CVs) in Italy. In terms of annual sales, the share of BEVs will be equal to that of CVs in July 2030. By the end of 2030, BEVs will represent 52.4% of new sales. A total fleet of almost 5 million BEVs will be on the Italian roads by 2030, i.e. about a sixth of the Italian car fleet. Scenario analyses lead us to conclude that BEV subsidies are important but that they are likely sub-optimal.

Intersection Redesign for Network Resilience and Safety

This paper describes a procedure for improving the resilience of roadway networks. A methodology is outlined that develops a time-dependent and performance-based resilience index. This methodology was applied to an Italian road, with the aim of optimizing intersections that are critical due to inadequate baseline capacity. The methodology uses a calibrated microscopic traffic model (using Aimsun™) whereby average delay at intersection approaches are estimated by an analytical model. From the simulation, average speed over time is obtained for each approach. These values in turn are used as inputs for calculating each intersection’s resilience index. The procedure allows the identification of less resilient intersections, and provides design solutions for each of them. Lastly, a safety assessment is tested for one of the intersections.

The deterrent effect of “Vehicular Homicide Laws”: Microeconometric evidence from Italy

We empirically measure the short-run marginal deterrent effect of the Italian “Vehicular Homicide Law” (VHL), introduced in Italy in 2016. We exploit micro-data on the entire universe of road accidents in Italy in the period before and after the VHL. We find no systematic variation of the number of deaths per accident, after controlling for an array of driver and vehicle characteristics, road and weather conditions, province-level effects and time effects absorbing country-level variation in traffic volumes and enforcement devices. We argue that the short-run marginal deterrent effect of the Italian VHL was negligible. We also document a number of correlations between several driver, vehicle and road characteristics and both the occurrence and the severity of fatal accidents. Our results may help improving policy initiatives aimed at curbing dangerous driving on Italian roads.

Italian Road Tunnels: Economic and Environmental Effects of an On-Going Project to Reduce Lighting Consumption

Tunnel lighting represents a major cost item for road managers, and particularly in Italy owing to its specific geomorphological and orographic features. In 2018, ANAS, the Italian government-owned road company launched an ambitious program to rehabilitate the lighting systems of more than 700 tunnel tubes across Italy. The Greenlight plan aims to reduce consumption and improve the management of lighting systems while minimizing the impact of works. Outdated high-pressure sodium (HPS) luminaries will be substituted with state-of-the-art light emitting diode (LED) luminaries without modifying the position and the number of the existing luminaires. The project involves an amount of 155 million euros and provides a total return over a less than seven-year period. The first phase of the project involves 147 tubes and is still on-going: 28 GWh (on average 55% of the current consumption) will be saved every year against a 30 million euro investment. More importantly, the economic benefits also have a direct impact on the environment for citizens and safety levels for road users—every year more than 17,000 t of CO2 eq. and 230 TJ from combustion of fossil fuels will be saved. The lighting quality of the artificial lighting inside the tunnel will be enhanced thanks to better uniformity and the color temperature of the luminaries. The experience presented here could be useful since other road managers may pursue a similar approach in order to balance often-conflicting environmental, economic and safety goals.

Development of an accident prediction model for Italian freeways

The roadway safety management process plays an important role in the national efforts for improving road safety along the Italian freeway network. In 2016, 8.3% of the overall Italian road deaths and 6.3% of the overall road injuries occurred along the 6700 km-long freeway network. Accident Prediction Models (APMs) represent one of the best tools to perform a road safety quantitative assessment. With the aim of providing the Italian freeway agencies with a tool that allows to deal with potential safety issues, this paper defines two APMs for single- and multiple-vehicle fatal-and-injury crashes to be applied on Italian rural freeway segments, based on jurisdictional specific Safety Performance Functions (SPFs) developed in the PRACT project.The proposed procedure is based on the Highway Safety Manual (HSM) approach, and it introduces a new methodology to transfer the HSM to European motorways.In order to improve the prediction accuracy, the proposed APMs consist in a jurisdictional specific base SPF, developed for the base data set as a function of Annual Average Daily Traffic (AADT) and segment length, combined with Crash Modification Factors (CMFs), in order to account for differences between each site and the base conditions. The full models are then calibrated based on the total number of accidents observed in the wide data set. For both full models (one for single-vehicle and one for multiple-vehicle crashes), the goodness of fit is evaluated in terms of chi square test, root mean square error, observed Vs predicted diagram and predicted Vs residual diagram.The results show a good aptitude of both models to describe the analysis data set. The proposed models represent a solid and reliable tool for practitioners to perform accident predictions along the Italian freeway network.

Considerations over the Italian road bridge infrastructure safety after the Polcevera viaduct collapse: past errors and future perspectives

In the last four years, Italy experienced the collapse of five road bridge: Petrulla viaduct (2014), Annone (2016) and Ancona (2017) overpasses, Fossano viaduct (2017) and Polcevera (2018) bridge. Although for deeply different reasons, the collapses occurred can all been gathered into the same common cause: the (lack of) knowledge of the effective structural condition, a serious problem that affects existing constructions. As it will be shown in the paper, different problems such as missing of the as-built designs, an appropriate construction and movement precautions, a heavy vehicle checking, and a material decay monitoring can nevertheless be addressed as an inadequate knowledge of what is happening to/in the structure. In the first section, the paper will report a short description of the failures for the five bridges, while in the second part a main set of problems involved in bridge safety and maintenance will be discussed. Finally, in the third part, a review on innovative and peculiar investigation and monitoring techniques will be illustrated. The collected results can shed new light on future perspectives for the Civil Engineering sector, sector that has to be ready for facing the challenges of preservation, restoration and/or replacement of the existing infrastructural constructions, worldwide.

The New Systemic Re-use for Old ANAS Houses

The paper is about conservation and new use of four ANAS Company houses (along the last 19-early 20 centuries roads) located on Lake Como. The conservation project is on the roadmen’s houses for workers of “ANAS, the Italian Company for building and maintenance of Italian roads. These houses are architectural buildings that characterize the Italian intercountry streets. They have been built along Italy every 50 km, with the same typology and dark red colour. Currently they are abandoned. In these last years, ANAS Company has fired several workers and now the houses aren’t in use. The project aims to conserve and maintain the existing materials and structures and reuse the buildings with a systemic project about accommodating functions (food and drinks). Not just to a systemic use and to conservative interventions, during planning we make particular attention to the link among the four roadmen’s houses chosen as study cases. We want to create a slow tourism path by increasing existing cycle and pedestrian mobility.

Alcohol and drugs use among drivers injured in road accidents in Campania (Italy): A 8-years retrospective analysis

A recent update of the Italian Road Traffic Law (RTL 41/2016), established severe penal sanctions when drivers, driving under the influence of alcohol (DUI) or drugs (DUID), are involved in road accident that results in death or injuries. A study was carried out to assess the trends of consumption of alcohol, illicit drugs or pharmaceutical among injured drivers suspected for DUI or DUID from 2009 to 2016 in the region of Campania (Italy). Confirmation toxicological analyses were performed on 780 blood samples and 1017 urine samples collected from 1797 injured drivers. These drivers all tested positive for alcohol or drug use through immunoassay screening applied at hospital emergency units and their biological samples transferred to the Forensic Reference Laboratory (FRL) for confirmation analysis. The GC/HS-FID methodology was used to test Blood Alcohol Concentration (BAC). Qualitative and quantitative analyses for drugs were performed using the GC/MS or LC–MS/MS methodology.The BAC >0.5g/L was confirmed in 91.5% of drivers suspected for DUI cases and in 93% of DUID respectively. In DUI cases, results show an increasing incidence of road accidents involving drivers with BAC above 1.5g/L while at concentrations above 0.8g/L alcohol and drugs are both used. Among the suspected DUID cases, the intake of alcohol in association with drugs has consistently increased over time and positive results on blood samples was confirmed for multiple drugs (20%) or cannabis and cocaine alone (18%) followed by benzodiazepines (6%) and methadone (3.5%) respectively. The majority of injured drivers suspected for DUID (1017 cases) did not authorize blood sampling, therefore only urine was analyzed showing the prevalent use of cannabis, followed by multiple drug>cocaine>benzodiazepines>opiates.Among 1797 drivers, suspected at screening for DUI or DUID, 15.4% of cases (64 blood and 213 urine samples) were not confirmed by GC/HS, GC/MS or LC–MS/MS analysis. In forensic toxicological investigations, it is mandatory to satisfy the best quality standards, which is not achievable if immunochemical screening is only performed on urine. Therefore, only confirmed positive results of alcohol or drugs on blood samples can represent conclusive evidence to demonstrate the DUI or DUID related offences. An improvement of the protocols currently applied in Italy for the assessment of DUI or DUID crimes is needed and the confirmation analysis on blood should be considered mandatory.

Retroaktywna „defaszyzacja faszyzmu” w interpretacji Emilio Gentilego

RETROACTIVE “TRIVIALIZATION OF FASCISM” ACCORDING TO EMILIO GENTILE’S CONCEPT The text is devoted to the concept of “retroactive trivialization of fascism” developed at the be­ginning of the 21st century by an Italian historian — Emilio Gentile. According to Gentile, the pheno­menon of “banalization of fascism”, inaugurated in the postwar years in neo-fascist memorialism and continued by some of the contemporary historians, consists in: 1 negation of totalitarian character of Italian fascism and presenting it as an authoritarian dictatorship of traditionalistic type; 2 challenging the existence of “positive” fascist ideology, and in 3 characterizing Mussolini’s regime as a perso­nal “duce” dictatorship created on the basis of traditional elites. In the Gentile’s concept, fascism constituted “an Italian road to totalitarianism”, was atotalitarian experiment having its own positive ideology and forming ademonstration of new, revolutionary, and totalitarian nationalism.

Deterioration trends of asphalt pavement friction and roughness from medium-term surveys on major Italian roads

Deterioration models are the key factor for effective Pavement Management Systems, helping out road agencies to assess the actual pavement condition and forecast future performance of the asset. Among pavement condition characteristics, friction should be taken into account due to its important effect on user safety, while roughness could be used to express user comfort. The purpose of this study was to provide a reasonable case study for future improvements of Italian road management, even if the length of the analyzed highways was not intended to be representative of the overall Italian network.This research studied the friction trend (Side Force Coefficient) depending on traffic levels (ESALs) and pavement aging for Italian highways, combining the data with roughness and macrotexture. Surface characteristics were monitored during a seven-year time span. A selection of different road sections with homogeneous traffic levels, similar environmental conditions and surface material was performed and high-speed/high-quality road surveys were used for distress data collection. Pavement deterioration models for Italian road sectors were developed at project level, as starting point to advance pavement management practices in Italy. Degradation curves showed the same trends for similar pavement structures, materials and traffic levels; on the other hand, differences in pavement characteristics, increased ESALs and various maintenance treatments significantly altered those trends.

FROM THE ROAD SIGN TO THE MAP: 3D MODELING IN SUPPORT OF THE URBAN AND RURAL ROAD CONDITIONS

Abstract. Unmanned Aerial Vehicles (UAV), commonly known as a drone, and an Unmanned Aircraft Systems (UAS) have been spreading on a massive scale during the last few years, especially for civilian use. And this situation can have significant repercussions on the ways and purposes with which we make photogrammetry nowadays. In this brief article we take into account the italian road signs as a case study on which to apply the new potential of photogrammetry realized with the aid of drones. Our main purpose is to achieve a specific method which allows the calculation of centimeter precision measurements of solids reconstructed for a mapping of (public and private) road signs which require verification or replacement in urban, peri-urban and rural areas. Our hope is that this new approach to photogrammetry may arise opportunities for dialogue with policy makers especially where the usefulness of mapping could also appear predictive with respect to recurrent issues before they become consolidated.

A Specified Procedure for Distress Identification and Assessment for Urban Road Surfaces Based on PCI

In this paper, a simplified procedure for the assessment of pavement structural integrity and the level of service for urban road surfaces is presented. A sample of 109 Asphalt Concrete (AC) urban pavements of an Italian road network was considered to validate the methodology. As part of this research, the most recurrent defects, those never encountered and those not defined with respect to the list collected in the ASTM D6433 have been determined by statistical analysis. The goal of this research is the improvement of the ASTM D6433 Distress Identification Catalogue to be adapted to urban road surfaces. The presented methodology includes the implementation of a Visual Basic for Application (VBA) language-based program for the computerization of Pavement Condition Index (PCI) calculation with interpolation by the parametric cubic spline of all of the density/deduct value curves of ASTM D6433 distress types. Also, two new distress definitions (for manholes and for tree roots) and new density/deduct curve values were proposed to achieve a new distress identification manual for urban road pavements. To validate the presented methodology, for the 109 urban pavements considered, the PCI was calculated using the new distress catalogue and using the ASTM D6433 implemented on PAVERTM. The results of the linear regression between them and their statistical parameters are presented in this paper. The comparison of the results shows that the proposed method is suitable for the identification and assessment of observed distress in urban pavement surfaces at the PCI-based scale.

Technical and economic evaluation of lighting and pavement in Italian road tunnels

This work computes and compares the life cycle costs of two different road tunnel pavements and their corresponding lighting systems. The study evaluated rigid and flexible pavements during life periods of 20 and 30years for different traffic conditions and for tunnel lengths between 750m to 2000m. The design of the pavements and lightening systems, and their corresponding maintenance strategies, followed the requirements stated in current Italian standards. This information was used to estimate the net present values of the construction and maintenance costs for both the pavements and the tunnel lighting systems, using official unit prices valid in Italy. The results showed that for tunnels equal or shorter than 1000m, the option of using a concrete pavement offered a better economic and technical solution from the initial year of service in comparison to the flexible structure. For tunnels equal or longer than 1200m, the discounted costs related to concrete pavements were slightly higher than those obtained for the asphalt pavement. However, due to the low pavement maintenance and lightening system costs, the concrete pavement reaches a break-even point in these cases after a few years of service. The results also suggest that the expected traffic level in the tunnel has a neglectable impact in the economic analyses, independently of the type of pavement or tunnel length. This study demonstrates that the quantification of the life cycle costs related with the selection of the road type is an efficient practice to support decision-making processes during the design stage of a tunnel structure.