The paper deals with traffic simulation within roundabouts when both “connected and automated vehicles” (CAVs) and human-driven cars are present. The aim is to present the past, current and future research on CAVs running into roundabouts within the Cooperative, Connected and Automated Mobility (CCAM) framework. Both microscopic traffic simulations and virtual reality simulations by dynamic driving simulators will be considered. The paper is divided into five parts. At first, the literature is analysed using the Systematic Literature Review (SLR) methodology based on Scopus database. Secondly, the influence of CAVs on roundabout-specific design features and configuration is analysed. Gap-acceptance models used to define the capacity of the roundabout, one of its most important key performance indicators, are also presented. Third, the most common simulation software are described and analysed in terms of traffic demand implementation. Then the communication approaches and path management algorithms are studied. An example is proposed on the integration of microscopic traffic simulations and dynamic driving simulators virtual reality simulations. Finally, car following models suitable for roundabout traffic are discussed. There is still a gap between simulations and actual experience. There are reasonable doubts on how modelling and optimizing CAVs’ behaviour into roundabouts in view of CCAM. It seems that Cooperative, Connected and Automated Vehicles (CCAVs), more than simply Connected and Automated Vehicles (CAVs), could optimise traffic flow, safety and driving comfort within the roundabout. A very promising technology for traffic simulation within the roundabout seems the one based on dynamic driving simulators.

A driver’s behavior and their psychophysical state are the most common causes of road accidents. The research presented in the paper proposes a method that allows the identification of highly dangerous road stretches/intersections in advance, based on the localization of stressful/relaxing situations measured on drivers. These were measured through the collection of physiological parameters using wearable devices. A correlation between stressful/relaxing situations and locations with high accident rates, based on a historical statistical database (black spots), was investigated. A series of driving tests was conducted in the city of Milan. The first set was mostly oriented to the research and validation of the parameters related to the driver’s psychophysical state. Subsequent tests allowed the definition of a correlation between black spots and relaxing/stressful areas. The results showed that the most stressful areas for drivers fell mainly within those with high accident rates. Furthermore, 80% of the most dangerous zones of the route were identified using this method, thus confirming the validity of the approach as a support tool for a priori preventive analysis for road safety. The wearable devices allowed the study and the integration of specific elements relating to human behavior in the field of road safety, which typically involves a technical-engineering approach.

By now, it is widely acknowledged among stakeholders and academia that infrastructures will have to be composed both by a physical component and a digital one. The deployment of technologies exploiting dedicated short-range communications is viewed as the most cost-effective solution to face the foreseen growth of mobility. Still, little has been done to define the best implementation logic of DSRC. Aim of this paper is to frame the possible impacts arising by the implementation of a cooperative intelligent transport system (C-ITS)-use case: roadworks warning—closure of a lane, and, in order to achieve this result, microsimulations are exploited. The results are intended to support both road operators and car-makers in defining the best operational logics and the possible benefits achievable by presenting the cooperative message at a certain distance for certain market penetrations. Moreover, if the C-ITS message actually entails benefits or simply disrupts the upstream traffic should be assessed in advance, before implementing the system. The obtained results show that the risk of disruption and of reduction in traffic efficiency arises at lower market penetration levels. Nevertheless, a consistent trend in delay reduction is recorded upstream the roadworks, the highest reduction being equal to 8.66%. Moreover, the average speed at the roadworks entrance on the closing lane increases by a difference equal to around 10 km/h, while the average time in the queue at the highest market penetration reduces by 60 s on the open lane and 25 s on the closing one. These presented results reflect the way the traffic shifts from the slow to the fast lane thanks to the C-ITS system and effectively frames both the potentialities and the risks of the system.

With the advance of automation in the field of transportation, the number of emerging systems that are going to be deployed on the European roads is growing fast. The aim of C-Roads Italy, part of the Europe-wide C-Roads Project, is to evaluate the impacts on public roads and the feasible operational modes of Truck Platooning, when jointly implemented with Day 1 C-ITS. This paper, first, reports an extended summary of the available bibliography on Truck Platooning focused on the assessment of the implementation scenario presented as an example in Section IV. The literature review is necessary to investigate the more promising implementation schemes in the short term on the European area and the system expected impacts when deployed as a stand-alone service. Then, the evaluation methodology that is currently being drafted in the activity of C-Roads Italy is described, aimed to assess the jointed impact of Day 1 C-ITS services and Truck Platooning. Finally, a meaningful example of the approach for the evaluation of the jointed implementation of Truck Platooning and C-ITS services is presented, considering one of the use cases of the Road Works Warning Service, as defined in the current version of the C-Roads documents.

Mobility represents a key sector to face climate change and pollution issues. In a broad context of initiatives aimed at making mobility as sustainable as possible, meaningful actions can be oriented to educate people and to encourage their choices towards greener habits. This paper presents an educational package for primary school children to make them aware of sustainable mobility. It is also intended to help stakeholders (researchers, teachers, educators) to increase the sensitivity of children for sustainable mobility. This should support children in adopting more sustainable behaviors. Thus, a detailed description of the educational package, intended as a formative stand-alone module, is provided. This is made up of a brief theoretical explanation and a series of transition educational games. The theoretical part is designed for a young audience and with references to their local context, to make it simple and understandable. The educational games want to make children experience the concepts explained, in a funny way. This educational package was performed three times, involving more than 300 children. The outcomes recorded after each use, with positive feedback from both students and teachers, led to its final configuration. The qualitative results of the three performed experiences are presented here. The educational package is going to be repeated and structured within a wider learning process designed by Politecnico di Milano for primary school children.