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Smart roads, AV and CAV are emerging technologies that represent the new paradigm of mobility. To support the public and private road operators better prepare themselves to implement these technologies in their respective existing or planned infrastructures, there is an urgent need to develop an integrated analysis framework to evaluate the impact of these novel systems on road capacity and safety in function of different market penetration levels of AVs and CAVs. The research focuses on novel smart road geometric design and review criteria based on the performance of AVs and CAVs. The case study of one of the first planned smart roads in Italy has been analysed.
Marco Guerrieri. Smart Roads Geometric Design Criteria and Capacity Estimation Based on AV and CAV Emerging Technologies. A Case Study in the Trans-European Transport Network. International Journal of Intelligent Transportation Systems Research 2021, 19, 429 -440.
AMA StyleMarco Guerrieri. Smart Roads Geometric Design Criteria and Capacity Estimation Based on AV and CAV Emerging Technologies. A Case Study in the Trans-European Transport Network. International Journal of Intelligent Transportation Systems Research. 2021; 19 (2):429-440.
Chicago/Turabian StyleMarco Guerrieri. 2021. "Smart Roads Geometric Design Criteria and Capacity Estimation Based on AV and CAV Emerging Technologies. A Case Study in the Trans-European Transport Network." International Journal of Intelligent Transportation Systems Research 19, no. 2: 429-440.
This chapter gives an introduction to the flow continuity equation, dynamic traffic flow models and kinematic and shock waves. Since these topics are usually difficult for beginners, the mathematical treatment is highly detailed.
Marco Guerrieri; Raffaele Mauro. Continuity Flow Equation, Kinematic Waves and Shock Waves. Environmental and Human Impact of Buildings 2020, 49 -64.
AMA StyleMarco Guerrieri, Raffaele Mauro. Continuity Flow Equation, Kinematic Waves and Shock Waves. Environmental and Human Impact of Buildings. 2020; ():49-64.
Chicago/Turabian StyleMarco Guerrieri; Raffaele Mauro. 2020. "Continuity Flow Equation, Kinematic Waves and Shock Waves." Environmental and Human Impact of Buildings , no. : 49-64.
This chapter offers an intuitive definition of transport demand, capacity and flow. The main macroscopic flow models, levels of service and traffic hysteresis phenomena are also dealt with.
Marco Guerrieri; Raffaele Mauro. Macroscopic Traffic Flow Models. Environmental and Human Impact of Buildings 2020, 23 -47.
AMA StyleMarco Guerrieri, Raffaele Mauro. Macroscopic Traffic Flow Models. Environmental and Human Impact of Buildings. 2020; ():23-47.
Chicago/Turabian StyleMarco Guerrieri; Raffaele Mauro. 2020. "Macroscopic Traffic Flow Models." Environmental and Human Impact of Buildings , no. : 23-47.
This chapter deals with the fundamentals of random and traffic processes and provides a very accurate description of probability models for arrival, speed, headway and vehicular density processes. Also the main counting, headway and speed probability distributions are shown.
Marco Guerrieri; Raffaele Mauro. Fundamentals of Random and Traffic Processes. Environmental and Human Impact of Buildings 2020, 77 -102.
AMA StyleMarco Guerrieri, Raffaele Mauro. Fundamentals of Random and Traffic Processes. Environmental and Human Impact of Buildings. 2020; ():77-102.
Chicago/Turabian StyleMarco Guerrieri; Raffaele Mauro. 2020. "Fundamentals of Random and Traffic Processes." Environmental and Human Impact of Buildings , no. : 77-102.
This chapter introduces some fundamental variables of traffic flow theory. These variables allow to develop traffic models for a specific class: macroscopic or in-mean-field models (see Chaps. 2 and 3). Though simple, models are highly interesting for practical applications (e.g. level of service and traffic flow control, see Chaps. 2 and 6).
Marco Guerrieri; Raffaele Mauro. Macroscopic Variables and Fundamental Relationships of Traffic Flow Theory. Environmental and Human Impact of Buildings 2020, 1 -21.
AMA StyleMarco Guerrieri, Raffaele Mauro. Macroscopic Variables and Fundamental Relationships of Traffic Flow Theory. Environmental and Human Impact of Buildings. 2020; ():1-21.
Chicago/Turabian StyleMarco Guerrieri; Raffaele Mauro. 2020. "Macroscopic Variables and Fundamental Relationships of Traffic Flow Theory." Environmental and Human Impact of Buildings , no. : 1-21.
The main purpose of the research is to evaluate the crest vertical curves radii Rv, not considering a conventional value of the opposing vehicle height h2, but the average vehicle heights h2(m) and the value of the 15th percentile of the height distribution h2(15) of the passenger car population. The study only considered car models with more than 20,000 registered vehicles in Italy. One hundred and fifteen car models belonging to different brands were taken into consideration, for a total of over 9 million vehicles. For the statistical sample analyzed, the following vehicle heights were estimated: h2(m) = 1.48 m and h2(15) = 1.39 m. The deviations between the crest radii calculated with the Italian standard (h2 = 1.10 m), and those obtained for h2(m) = 1.48 m and h2(15) = 1.39 m are up to 12%. The differences ΔHv between the values of the visible vehicle body height Hv = Hv(t) calculated using, respectively, h2(15) = 1.39 m and h2(m) = 1.48 m are modest. The value h2(m) = 1.48 m could be adopted in order to reduce the highways construction costs. In fact, the research shows that the value h2 = 1.10 m is too conservative and leads to oversizing of the crest vertical curves. Therefore, it would be necessary to make an appropriate choice of h2 value in order to take into account the current heights of passenger cars.
Marco Guerrieri. Two-Lane Highways Crest Curve Design. The Case Study of Italian Guidelines. Applied Sciences 2020, 10, 1 .
AMA StyleMarco Guerrieri. Two-Lane Highways Crest Curve Design. The Case Study of Italian Guidelines. Applied Sciences. 2020; 10 (22):1.
Chicago/Turabian StyleMarco Guerrieri. 2020. "Two-Lane Highways Crest Curve Design. The Case Study of Italian Guidelines." Applied Sciences 10, no. 22: 1.
In the original publication figures 4, 5, 6 have been removed due to not having the appropriate permissions to reproduce the images contained in the figures. Figure 8 has a problem of R2 mark. The revised figures are provided in this correction.
Marco Guerrieri. Correction to: Tramways in Urban Areas: An Overview on Safety at Road Intersections. Urban Rail Transit 2020, 6, 1 -2.
AMA StyleMarco Guerrieri. Correction to: Tramways in Urban Areas: An Overview on Safety at Road Intersections. Urban Rail Transit. 2020; 6 (3):1-2.
Chicago/Turabian StyleMarco Guerrieri. 2020. "Correction to: Tramways in Urban Areas: An Overview on Safety at Road Intersections." Urban Rail Transit 6, no. 3: 1-2.
Over recent decades, roundabouts have become increasingly used when building new at-grade intersections or up-grade junctions all over the world. Consequently, control of traffic flows at at-grade intersections and up-grade junctions using roundabouts creates unique design problems. Nowadays, ‘alternative’ types of roundabouts have started to become very popular, especially because of their advantages compared with ‘standard’ roundabouts and standard types of up-grade junctions. Some of these alternative types of roundabouts are two-level roundabouts, which are still currently in the development phase. It is for this reason that they can be called ‘theoretical roundabouts’. Two-level roundabouts are particularly useful in urban and suburban areas with space limitations due to their relatively small footprint. This paper illustrates three new alternative types of two-level roundabouts—‘target’, ‘four flyover’, and ‘roundabout with left and right bypasses’—as well as their functions, capacities, and traffic safety characteristics.
Tomaž Tollazzi; Marco Guerrieri; Goran Jovanović; Marko Renčelj. Functions, Capacities, and Traffic Safety Characteristics of Some Types of Two-Level Roundabouts. Sustainability 2020, 12, 6914 .
AMA StyleTomaž Tollazzi, Marco Guerrieri, Goran Jovanović, Marko Renčelj. Functions, Capacities, and Traffic Safety Characteristics of Some Types of Two-Level Roundabouts. Sustainability. 2020; 12 (17):6914.
Chicago/Turabian StyleTomaž Tollazzi; Marco Guerrieri; Goran Jovanović; Marko Renčelj. 2020. "Functions, Capacities, and Traffic Safety Characteristics of Some Types of Two-Level Roundabouts." Sustainability 12, no. 17: 6914.
Background: Roundabouts eliminate some of the most complex and dangerous aspects of traditional at-grade road intersections. In recent times, novel two-level roundabout layouts have been proposed (i.e. target-roundabout and four-flyover roundabout). Nevertheless, no research on underground roundabouts is available. This paper analyzed the underground roundabout planned in the city of Trento (Italy). Objective: The paper examines an underground roundabout in an urban context, planned with the purpose of alleviating traffic congestion in the city of Trento (Italy). Four different layouts have been studied. Methods and Results: This study was conducted with the help of traffic microsimulation in the AIMSUN environment. The traffic model was calibrated using GEH index. The simulated queues are significantly close to the real queues measured in the year 2020. Conclusion: Underground roundabout can reduce queues, travel times, fuel consumption, air pollutant emissionsetc. This particular type of roundabout could be used in urban contexts with a traffic demand and congestion problems comparable to those of the present study.
Marco Guerrieri; Matteo Sartori. Underground Roundabouts: Analysis of Several Layouts for A Case Study in Urban Area. The Open Transportation Journal 2020, 14, 143 -153.
AMA StyleMarco Guerrieri, Matteo Sartori. Underground Roundabouts: Analysis of Several Layouts for A Case Study in Urban Area. The Open Transportation Journal. 2020; 14 (1):143-153.
Chicago/Turabian StyleMarco Guerrieri; Matteo Sartori. 2020. "Underground Roundabouts: Analysis of Several Layouts for A Case Study in Urban Area." The Open Transportation Journal 14, no. 1: 143-153.
Over the past decades many models for roundabout capacity have been proposed. Attention to this research sector has never stopped and still today new formulations are always being studied, especially in view of their direct application in design practice. This paper reports the first noteworthy results of a research concerning the Modified Chumanov (MC) model, which can be used to estimate the capacity of single-lane roundabout entrances. After a detailed examination of the original model recommended by the Russian guidelines for small urban roundabouts, the paper proposes some extensions which allow using the revised model even for larger intersections. The MC model also includes some parameterizations that allow its application with different road pavement surface conditions (i.e., dry and wet conditions). The MC entry capacity model, as function of circulating flow and other parameters dependent on geometry and environmental conditions, was compared with 15 widespread models considering a typical medium-sized single-lane roundabout. A validation test was carried out considering four capacity–circulating flow datasets from the literature. The proposed MC model showed good flexibility in adapting to data. This flexibility appears better than the most recent models by Highway Capacity Manual, in the absence of local calibration of the psychotechnical parameters.
Andrea Pompigna; Marco Guerrieri; Raffaele Mauro. New Extensions and Applications of the Modified Chumanov Model for Calculating Entry Capacity of Single-Lane Roundabouts. Sustainability 2020, 12, 6122 .
AMA StyleAndrea Pompigna, Marco Guerrieri, Raffaele Mauro. New Extensions and Applications of the Modified Chumanov Model for Calculating Entry Capacity of Single-Lane Roundabouts. Sustainability. 2020; 12 (15):6122.
Chicago/Turabian StyleAndrea Pompigna; Marco Guerrieri; Raffaele Mauro. 2020. "New Extensions and Applications of the Modified Chumanov Model for Calculating Entry Capacity of Single-Lane Roundabouts." Sustainability 12, no. 15: 6122.
The new NDBA concrete road safety barrier is characterized by an innovative anchorage system based on two “C” steel profiles incorporated into the terminal sections of each module and a vertical HEM 100 steel profile inserted for linking the barrier modules. Every single barrier module is fixed in the body of the road embankment and pavement layers by six IPE 80 steel beams (three for each side with a mutual distance of 2 m), each 78 cm long. The IPE 80 steel beams are placed into niches, in the lower part of the barrier. The new barrier has been analysed first by numerical simulations (LS-DYNA software) and afterwards by full-scale crash tests. One TB11 (light vehicle) and two successive TB 81 (heavy vehicle) full-scale crash tests have been performed on NDBA barrier of 72 m length. The second TB81 test was performed on a damaged barrier previously subjected to impact without it being repaired. The experiments were conducted at “CSI test centre” in Bollate, Milan (Italy). According to the EN 1317 regulation, the results have shown a containment level CL = 725 kj (H4b class), a measured maximum ASI = 1.26 (class B), a working width W = 0.74 m (class W2). The research proves that the NDBA barrier is able to withstand two subsequent heavy vehicle (38 t) impacts. In addition, the study demonstrates that the new barrier may guarantee more safety for light vehicle occupants (TB11 test) than a conventional steel safety barrier with equal containment level (H4b class). Therefore, in the near future, NDBA barrier may be installed on existing roads, especially where reduced working width (W2) is required or in motorways with high AADT values and heavy vehicle percentage.
Nicola Dinnella; Sandro Chiappone; Marco Guerrieri. The innovative “NDBA” concrete safety barrier able to withstand two subsequent TB81 crash tests. Engineering Failure Analysis 2020, 115, 104660 .
AMA StyleNicola Dinnella, Sandro Chiappone, Marco Guerrieri. The innovative “NDBA” concrete safety barrier able to withstand two subsequent TB81 crash tests. Engineering Failure Analysis. 2020; 115 ():104660.
Chicago/Turabian StyleNicola Dinnella; Sandro Chiappone; Marco Guerrieri. 2020. "The innovative “NDBA” concrete safety barrier able to withstand two subsequent TB81 crash tests." Engineering Failure Analysis 115, no. : 104660.
This research aims at assessing the environmental impacts exerted by a smart motorway compared to those of a traditional motorway. The study has global policy implications: it takes into account the impacts due to the construction and maintenance of the infrastructure and the environmental effects produced by the traffic emissions, taking into account smart technologies and truck platooning regulation. Through a classical LCA approach, 1 km-long smart motorway with 2 m-high embankment was assumed as the functional unit for the analysis. A realistic traffic condition has been considered. A comparison between environmental effects produced by the use of virgin material and by Reclaimed Asphalt Pavement was made by assuming two maintenance plans. Thanks to C-ITS systems the greater safety featured by smart motorways has a significant effect on the environmental impact, compared to conventional motorways. The impact produced by safety barriers during the life cycle was also estimated. For smart motorways the impact categories GWP, POCP, AP and EP are observed to be considerably reduced in the maintenance phase of zinc-coated steel safety barriers and in those associated to traffic emissions. It must be noted that in smart motorways vehicle emissions are markedly influenced by the percentage of heavy vehicles travelling in Truck Platooning mode. The results show that concomitant use of lime stabilization and RAP leads to a significant reduction in energy consumption (up to 35%) and pollutant emissions (up to 34% of CO2) than in case of exclusive use of virgin material. The accidents reduction produce a 30% decrease of GWP, POCP, AP and EP related to safety barriers maintenance phase than the corresponding values of traditional motorway. Truck platooning mode generates GWP reduction close to 4%. The environmental advantages of a smart motorway increase progressively with the increase of AADT, platooning truck percentage and heavy vehicles percentage.
M. Guerrieri; B. Maini Lo Casto; G. Peri; G. Rizzo. Smart vs conventional motorways: Environmental impact assessment under realistic traffic conditions. Science of The Total Environment 2020, 727, 138521 .
AMA StyleM. Guerrieri, B. Maini Lo Casto, G. Peri, G. Rizzo. Smart vs conventional motorways: Environmental impact assessment under realistic traffic conditions. Science of The Total Environment. 2020; 727 ():138521.
Chicago/Turabian StyleM. Guerrieri; B. Maini Lo Casto; G. Peri; G. Rizzo. 2020. "Smart vs conventional motorways: Environmental impact assessment under realistic traffic conditions." Science of The Total Environment 727, no. : 138521.
New tramway technologies such as “ground-level power supply systems” fit with the purpose of preserving historical heritage and urban environments of city centers. Such public transportation systems do not require a traditional air supply system (+ 750 V) and are therefore referred to as “catenary-free systems” (i.e., APS system, tramwave system, Primove system). Their implementation is becoming increasingly widespread, especially for cities with prestigious historical heritage, where high levels of environmental sustainability, capacity, reliability and safety standards are required. The study compares some of the most well-known and novel catenary-free systems for the creation of a 68-km tramway system, to be implemented in a metropolitan city. For each of the 7 new tramways, AIMSUN microsimulations were run to identify the most appropriate tramway track geometry and road section to minimize the interference with the vehicle activity. Moreover, for each system a financial and economic performance analysis has been carried out for an investment of about 869 million euros, while taking into account different scenarios of transportation demand. In addition, a cost–benefit analysis of the tramway lines investment project has been presented, including the calculation of the financial net present value, the economic net present value, rate of return of the investment and cost–benefit ratio. The analysis demonstrates that the APS ground-level power supply system is a proven alternative with greater economic and financial performance.
Marco Guerrieri. Catenary-Free Tramway Systems: Functional and Cost–Benefit Analysis for a Metropolitan Area. Urban Rail Transit 2019, 5, 289 -309.
AMA StyleMarco Guerrieri. Catenary-Free Tramway Systems: Functional and Cost–Benefit Analysis for a Metropolitan Area. Urban Rail Transit. 2019; 5 (4):289-309.
Chicago/Turabian StyleMarco Guerrieri. 2019. "Catenary-Free Tramway Systems: Functional and Cost–Benefit Analysis for a Metropolitan Area." Urban Rail Transit 5, no. 4: 289-309.
Marco Guerrieri; M. La Gennusa; G. Peri; G. Rizzo; G. Scaccianoce. University campuses as small-scale models of cities: Quantitative assessment of a low carbon transition path. Renewable and Sustainable Energy Reviews 2019, 113, 1 .
AMA StyleMarco Guerrieri, M. La Gennusa, G. Peri, G. Rizzo, G. Scaccianoce. University campuses as small-scale models of cities: Quantitative assessment of a low carbon transition path. Renewable and Sustainable Energy Reviews. 2019; 113 ():1.
Chicago/Turabian StyleMarco Guerrieri; M. La Gennusa; G. Peri; G. Rizzo; G. Scaccianoce. 2019. "University campuses as small-scale models of cities: Quantitative assessment of a low carbon transition path." Renewable and Sustainable Energy Reviews 113, no. : 1.
The estimation of traffic flow variables (flow, space mean speed and density) plays a fundamental role in highways planning and designing, as well as in traffic control strategies. Moving Observer Method (MOM) allows traffic surveys in a road, or in a road network. This paper proposes a novel automated procedure, called MOM-AP based on Moving Observer Method and Digital Image Processing (DIP) Technique able to automatically detect (without human observers) and calculate flow q, space mean speed vs and density k in case of stationary and homogeneous traffic conditions. In order to evaluate how reliable is the MOM-AP, an experiment has been carried out in a segment of one two-lane single carriageway road, in Italy. 30 datasets for the segment have been collected (in total 30 round trips). A comparative analysis between MOM-AP and traditional MOM has been carried out. First results show that the current MOM-AP algorithms underestimate the local mean flow variable values of around 10%. Nowadays MOM-AP may be implemented in smartphone apps. Instead, in the near future, it is realistic expecting the increase in the use of automated procedures for calculating the traffic flow variables (based on the “moving observer method”), due to the amount of sensors and digital cameras employed in the new autonomous vehicles (AVs). Considering such technical advances, the MOM-AP is a feasible model for real-time traffic analyses of road networks.
Marco Guerrieri; Giuseppe Parla; Raffaele Mauro. Traffic Flow Variables Estimation: An Automated Procedure Based on Moving Observer Method. Potential Application for Autonomous Vehicles. Transport and Telecommunication Journal 2019, 20, 205 -214.
AMA StyleMarco Guerrieri, Giuseppe Parla, Raffaele Mauro. Traffic Flow Variables Estimation: An Automated Procedure Based on Moving Observer Method. Potential Application for Autonomous Vehicles. Transport and Telecommunication Journal. 2019; 20 (3):205-214.
Chicago/Turabian StyleMarco Guerrieri; Giuseppe Parla; Raffaele Mauro. 2019. "Traffic Flow Variables Estimation: An Automated Procedure Based on Moving Observer Method. Potential Application for Autonomous Vehicles." Transport and Telecommunication Journal 20, no. 3: 205-214.
This research compared kinematic and behavior parameters of light and heavy vehicles at turbo-roundabouts. This is of interest because heavy vehicles can influence turbo-roundabout functionality more than that of conventional roundabouts. The traffic arrival process at arms of a typical turbo-roundabout was studied. Using image-processing techniques, the trajectories of about 1,400 light vehicles and 300 heavy vehicles were examined at a roundabout entry, on the ring, and at the roundabout exit. Light vehicles had moderate average speeds lower than 25 km/h at the entry lanes, 15 m prior of the yield line, whereas heavy vehicles had an average speed of about 20 km/h on the same section. Significant differences were found in average acceleration: they were generally below 2 m/s2 on arm lanes and 1.5 m/s2 on circulating lanes for light vehicles, whereas those of heavy vehicles were 0.5 m/s2, much lower than the corresponding acceleration values of light vehicles. The values of the critical gap tc and follow-up time tf estimated for light vehicles ranged between tc=4.03−5.48 s and tf=2.52–2.71 s respectively, whereas heavy vehicles had tc and tf values 15%–47% higher than those of light vehicles.
Marco Guerrieri; Raffaele Mauro; Tomaz Tollazzi. Turbo-Roundabout: Case Study of Driver Behavior and Kinematic Parameters of Light and Heavy Vehicles. Journal of Transportation Engineering, Part A: Systems 2019, 145, 05019002 .
AMA StyleMarco Guerrieri, Raffaele Mauro, Tomaz Tollazzi. Turbo-Roundabout: Case Study of Driver Behavior and Kinematic Parameters of Light and Heavy Vehicles. Journal of Transportation Engineering, Part A: Systems. 2019; 145 (6):05019002.
Chicago/Turabian StyleMarco Guerrieri; Raffaele Mauro; Tomaz Tollazzi. 2019. "Turbo-Roundabout: Case Study of Driver Behavior and Kinematic Parameters of Light and Heavy Vehicles." Journal of Transportation Engineering, Part A: Systems 145, no. 6: 05019002.
Nowadays safety in railways is mostly achieved by automated system technologies such as ERTMS/ETCS. Nevertheless, on local railways (suburban and regional lines) several tasks still depend on the choices and actions of a human crew. With the aim to improve safety in such type of railways, this research proposes a system for the automatic detection and recognition of railway signs by means of the digital image processing technique. First field applications, carried out on the Italian railway network, show that the proposed system is very accurate (the percentage of correctly detected railway signs is about 97%), even at high train speeds.
Marco Guerrieri; Giuseppe Parla. Automated Railway Signs Detection. Preliminary Results. Transport and Telecommunication Journal 2019, 20, 12 -21.
AMA StyleMarco Guerrieri, Giuseppe Parla. Automated Railway Signs Detection. Preliminary Results. Transport and Telecommunication Journal. 2019; 20 (1):12-21.
Chicago/Turabian StyleMarco Guerrieri; Giuseppe Parla. 2019. "Automated Railway Signs Detection. Preliminary Results." Transport and Telecommunication Journal 20, no. 1: 12-21.
Although the accident number involving trams is comparatively very limited to the total road accident number, the consequences of tram crashes are very serious, especially when pedestrians are run over. The new power supply technologies (e.g. catenary-free systems) allow to build tram networks, even in old town centres and pedestrian areas, with additional increased risk of pedestrian casualties. This will require specific design solutions and traffic regulations for road safety as described in this paper, with particular regard to vulnerable users (i.e. pedestrians and cyclists), especially near intersections and pedestrian crossings. Therefore, the research analyses the road accident rate and its evolution in the last 10 years with specific focus on Italian tramways. The main risk conditions and the strategies used worldwide to improve the safety of tramway system in the urban context are described. The main countermeasures to reduce accident risks are aimed at better warning road users of specific risk conditions. Other countermeasures are designed to install suitable facilities on road platforms for better informing users of tramway system, for limiting or temporarily prohibiting turning movements or manoeuvrings and for properly channelling pedestrian and vehicle flows with the purpose to avoid or reduce interference with trams.
Marco Guerrieri. Tramways in Urban Areas: An Overview on Safety at Road Intersections. Urban Rail Transit 2018, 4, 223 -233.
AMA StyleMarco Guerrieri. Tramways in Urban Areas: An Overview on Safety at Road Intersections. Urban Rail Transit. 2018; 4 (4):223-233.
Chicago/Turabian StyleMarco Guerrieri. 2018. "Tramways in Urban Areas: An Overview on Safety at Road Intersections." Urban Rail Transit 4, no. 4: 223-233.
This study focuses on both vehicle kinematic parameters (speed and acceleration) and behavior parameters (critical interval and follow-up time) of drivers at turbo-roundabouts. Empirical evaluations of such parameters can be helpful in calibrating traffic microsimulation models or assigning behavior parameters to closed-form capacity models in turbo-roundabouts (gap-acceptance capacity models) and are also related to evaluation of vehicles pollutant emissions. The research was based on traffic process observed in the first turbo-roundabout implemented in the city of Maribor in Slovenia. In 2016 a great number of traffic samples were taken with high-frame-rate video recordings [>50 frames per second (fps)]. All vehicle trajectories were obtained with the methods and algorithms typical of the digital imageprocessing technique (DIP) by filtering the discrete signal of vehicle trajectories f(t)i with wavelet analysis. The research results showed that vehicle speeds on entry lanes are rather moderate (below 25 km/h, 15 m prior to the Yield line), whereas accelerations usually have values inferior to 2 m/s2 on arm lanes and to 1.5 m/s2 on ring lanes. The critical intervals tc [distributed according to an Erlang probability distribution function (PDF)] and follow-up headways tf (distributed according to an inverse Gaussian PDF) have, on the other hand, values in ranges of tc=4.03–5.48 s and tf=2.52–2.71 s, respectively, according to the right- or left-turn lane and to the major or minor entry in question.
Marco Guerrieri; Raffaele Mauro; Giuseppe Parla; Tomaz Tollazzi. Analysis of Kinematic Parameters and Driver Behavior at Turbo Roundabouts. Journal of Transportation Engineering, Part A: Systems 2018, 144, 04018020 .
AMA StyleMarco Guerrieri, Raffaele Mauro, Giuseppe Parla, Tomaz Tollazzi. Analysis of Kinematic Parameters and Driver Behavior at Turbo Roundabouts. Journal of Transportation Engineering, Part A: Systems. 2018; 144 (6):04018020.
Chicago/Turabian StyleMarco Guerrieri; Raffaele Mauro; Giuseppe Parla; Tomaz Tollazzi. 2018. "Analysis of Kinematic Parameters and Driver Behavior at Turbo Roundabouts." Journal of Transportation Engineering, Part A: Systems 144, no. 6: 04018020.
In order to guarantee safety and driving comfort and to maintain an efficient railway infrastructure, the first step is to carefully monitor the track geometry and wear level of the materials constituting the superstructure. To that end diagnostic trains are widely used on main lines, in that they can detect several geometric track parameters and rail wear, but under no circumstances they can yet detect ballast gradation. Due to the practical implications for the planning of maintenance operations on the railway network, this article presents a â\u80\u9cDIPâ\u80\u9d digital image processing technique for measuring the transverse profile and corrugations of the rails as well as ballast gradation. The research was carried out in the laboratory on samples of worn-out rails taken from operational railway lines and in situ in the case of ballast analyses. For the latter, the reliability of the results obtained was assessed by comparison with available results yielded by traditional testing methods. It is shown that the proposed technique can be used not only for laboratory analyses, but most conveniently for high-efficiency in situ surveys, along with the methods traditionally adopted by the railway managing authorities thus contributing to lowering the maintenance cost associated with rail inspection
Marco Guerrieri; Giuseppe Parla; Clara Celauro. Digital image analysis technique for measuring railway track defects and ballast gradation. Measurement 2018, 113, 137 -147.
AMA StyleMarco Guerrieri, Giuseppe Parla, Clara Celauro. Digital image analysis technique for measuring railway track defects and ballast gradation. Measurement. 2018; 113 ():137-147.
Chicago/Turabian StyleMarco Guerrieri; Giuseppe Parla; Clara Celauro. 2018. "Digital image analysis technique for measuring railway track defects and ballast gradation." Measurement 113, no. : 137-147.