leStrade maggio 2014

N. 5 MAGGIO 2014

LS

leStrade Aeroporti Autostrade Ferrovie Ferro

Casa Editrice la fiaccola srl

Asfalti, analisi prestazionale di bitumi modificati ecologici

Ve r

sio

n

MATERIALI

A4, cronaca del varo notturno del viadotto che porterà all’Expo

sh

PONTI

gli

I temi degli Asecap Days di Atene in un dossier speciale italiano-inglese

En

AUTOSTRADE

www.grupposina.it

IL TERRITORIO COME VALORE TERRITORY AS A VALUE

Il Gruppo Sina, leader nel settore dell’ingegneria del territorio e nell’ingegneria di controllo, è impegnato da anni nella ricerca, studio, realizzazione e gestione di nuove opere nei settori della viabilità e dei trasporti. L’attività di Sina e Sineco abbraccia tutte le fasi che, dall’idea iniziale, conducono alla messa in esercizio di una nuova infrastruttura: studi di fattibilità e di impatto ambientale, progettazione, direzione dei lavori, sicurezza, nonché monitoraggio, adeguamento e gestione dell’opera nel tempo.

Il Gruppo Sina, da sempre impegnato per la sicurezza stradale, nell’ambito del proprio impegno sociale, opera per diffondere la cultura della sicurezza. Visita il sito www.autostradafacendo.it

:VTTHYPV

2

LE STRADE

1944-2014

70

AEROPORTI, AUTOSTRADE, FERROVIE

Casa Editrice la fiaccola srl

OPINIONE LEGALE

casa editrice la fiaccola srl 20123 Milano Via Conca del Naviglio, 37 Tel. 02/89421350 Fax 02/89421484

6

Mensile - LO/CONV/059/2010

10

News a cura della redazione

L’esercizio del potere sanzionatorio dell’Autorità per la vigilanza sui contratti di Claudio Guccione

SICUREZZA DELLE INFRASTRUTTURE

Marketing e pubblicità Responsabile estero Sabrina Levada e-mail: slevada@fiaccola.it Agenti Giorgio Casotto Tel. 0425/34045 Fax 0425/418955 e-mail: ottoadv@tin.it Friuli Venezia Giulia - Trentino Alto Adige Veneto - Emilia Romagna

Attualità Prodotti Parcheggi Convegni Agenda 2014. Convegni, corsi, eventi

34

Approvati i programmi per l’ITS stradale

Gallerie stradali, compie 10 anni la Direttiva 2004/54/CE

PROGRAMMA EASYWAY

(Prima Parte)

ISCRIZIONE AL REGISTRO NAZIONALE STAMPA N. 01740 / Vol.18 foglio 313 del 21/11/1985 ROC 6274 Ufficio Traffico Laura Croci e-mail: marketing@fiaccola.it

20 24 28 30 32

di Pasquale Cialdini

a cura di SINA

ROAD SAFETY WORLD 14

Guida assistita, laboratorio normativo tra innovazione e responsabilità di Luciana Iorio

DOSSIER SPECIALE SPECIAL ISSUE

OSSERVATORIO ANAS 18

Giornate annuali Asecap 2014 di Studio e Informazione Annual Asecap 2014 Study and Information Days

Premiato il progetto informatico che semplifica l’operatività del personale di Giuseppe Scanni

38

Le sfide delle autostrade in un’Europa che cambia The challenges of the European tolled motorways in a changing Europe

Amministrazione Cristina Scicchitano e-mail: amministrazione@fiaccola.it

44

Il progetto di terza corsia dell’A22 The third-lane project along the Brenner Motorway

Ufficio Abbonamenti Mariana Serci e-mail: abbonamenti@fiaccola.it Abbonamento annuo Italia € 100,00 Estero € 200,00 una copia € 10,00 una copia estero € 20,00

52

Viadotto laboratorio Innovative solutions for the Marchetti Viaduct

60

Nuovo ponte sul fiume Piave The new Bridge over the river Piave

64

BMS a misura di autostrada Bridge Management System implementation for Italian highways

di Massimo Schintu

di Carlo Costa, Alessandro Magnago, Walter Pardatscher

di Giovanni Ossola

di Raffaella Mestroni

Stampa Tep Srl Strada di Cortemaggiore 50 29100 Piacenza

È vietata e perseguibile per legge la riproduzione totale o parziale di testi, articoli, pubblicità ed immagini pubblicate su questa rivista sia in forma scritta sia su supporti magnetici, digitali, etc.

La responsabilità di quanto espresso negli articoli firmati rimane esclusivamente agli Autori.

Il suo nominativo è tutelato dalla Legge 675/96 sulla Protezione dei dati Personali.

Se non desidera ricevere invii, inoltri la sua richiesta scritta alla Casa Editrice

Questo periodico è associato all’Unione stampa periodica italiana.

Numero di iscrizione 14744

di Enzo Fruguglietti, Giuseppe Pasqualato, Elisa Spallarossa

In Copertina Ponte sul Po dell’autostrada A22: il manufatto fa parte del tratto Verona Nord-interconnessione con l’A1 interessato dal progetto della terza corsia.

Nuovo svincolo al traguardo New junction decongestioning Milan traffic A cura della redazione

Aeroporti Autostrade Ferrovie

English Version

Giornate annuali Asecap di Studio e Informazione Atene, Grecia, 26-28 maggio 2014

Annual Asecap Study and Information Days Athens, Greece, May 26th - 28th 2014

Autostrade

Road R oad SSafety afety 38 Le sfide delle autostrade in un’Europa che cambia The challenges of the European tolled motorways in a changing Europe 44 Il progetto di terza corsia dell’A22 rsia dell A22 The third-lane project along the Brenner Motorway 52 Viadotto laboratorio Innovative solutions for the Marchetti Viaduct 60 Nuovo ponte sul fiume Piave The new bridge over the river Piave 64 BMS a misura di autostrada Bridge Management System implementation for Italian highways traguard 70 Nuovo svincolo al traguardo New junction decongestioning Milan traffic

ToTolling ololling ling

Concessions CCon Conc oncM ess sossions Motorways torways ys

Sustainability S ustain inability

© Autostrada del Brennero SpA

in collaborazione con

Anas SpA

Associazione Italiana Società Concessione Autostrade e Trafori

Sommario

70

LS

N. 5 MAGGIO 2014

leStrade

Atene ne 26-28 -28 -2 28 maggio magg ma ggio gg i io

Impaginazione Studio Grafico Giordano Galli

Associazione Italiana per l’Ingegneria Traffico e dei Trasporti

Associazione Italiana Segnaletica e Sicurezza

Associazione Mondiale Associazione laboratori di ingegneria e geotenica della Strada

Associazione Italiana Segnaletica Stradale

Associazione nazionale operatori cartellonistica arredi e affissioni pubblicitarie

Centro di Sicurezza Stradale

lestrade @ fiaccola.it

3 N. 1497 Maggio 2014 anno CXVI

ISSN: 0373-2916

Redazione Direttore responsabile Lucia Edvige Saronni

74

INFRASTRUTTURE&MOBILITÀ

MACCHINE&ATTREZZATURE

Strade

Macchine 112

Viabilità minore motore di sviluppo di Domenico Crocco, Paola Villani

Redazione Mauro Armelloni, Stefano Chiara, Emilia Longoni Segreteria di redazione Ornella Oldani - e-mail: segreteria@fiaccola.it

Microclima ideale tra asfalto e strada di Giovanni Di Michele

116 Parcheggi 78

Direttore editoriale Fabrizio Apostolo - e-mail: fapostolo@fiaccola.it

Efficienza concentrata

Consulenti tecnici Gabriele Camomilla (Terotecnologia) Biagio Cartillone (Normativa) Alessandro Focaracci (Gallerie) Federico Gervaso (Infrastrutture e Cantieri) Claudio Guccione (Appalti Pubblici) Enzo Siviero (Ponti e Viadotti)

di Mauro Armelloni

Il parking illuminato a cura di Studio Roli Associati

PAGINE ASSOCIATIVE MATERIALI&TECNOLOGIE

118 AIIT - Tra bilancio e rilancio

Comitato Redazione

di Giovanni Mantovani

94

103

Materiali

119 AIPCR - Resoconto e prossimi impegni

Analisi prestazionale di bitumi per CB performanti ed “eco”

120 AISCAT - Road Safety Day

di Alice Bonati, Antonio Montepara, Paolo Italia, Maria Rita Valentinetti, Federico Orengo

122 ASSOSEGNALETICA - Appello ad agire

Leonardo Annese - ANAS/CNI AIPCR Roberto Arditi - Gruppo SINA Mario Avagliano - ANAS Fabio Borghetti - Politecnico di Milano Michele Culatti - Gruppo Siviero Concetta Durso - ERF Laura Franchi - TTS Italia Giancarlo Guado - SIGEA Salvatore Leonardi - DISS Pietro Marturano - MIT Andrea Mascolini - OICE Alberto Milotti - Università Bocconi di Milano Maurizio Roscigno - ANAS Emanuela Stocchi - AISCAT Monica Tessi - ANIE/ASSIFER Susanna Zammataro - IRF

di Leonardo Annese di Emanuela Stocchi a cura di Ilaria Guidantoni

Sostanza e forma della BreBeMi

123 ERF - User forum europeo

di Attilio Berrino, Uriel Cinti, Simona Cardone

124 IRF - Impegno globale per la road safety

Tecnologie&Sistemi

125 OICE - Obiettivo qualificazione

di Concetta Durso di Susanna Zammataro

106

Hanno collaborato L. Annese, A. Berrino, A. Bonati, S. Cardone, P. Cialdini, U. Cinti, C. Costa, D. Crocco, G. Di Michele, C. Durso, L. Franchi, E. Fruguglietti, A. Granà, I. Guidantoni, L. Iorio, P. Italia, A. Magnago, G. Mannelli, G. Mantovani, A. Mascolini, R. Mestroni, A. Montepara, M. Nieri, S. Noè, F. Orengo, G. Ossola, W. Pardatscher, G. Pasqualato, Studio Roli Associati, G. Scanni, M. Schintu, SINA, E. Spallarossa, E. Stocchi, M. R. Valentinetti, P. Villani, S. Zammataro

di Andrea Mascolini

D’acciaio per natura

127 TTS ITALIA - ITS per il territorio

Giorgio Mannelli, Manuel Nieri, Stefania Noè

di Laura Franchi

LS

N. 5 MAGGIO 2014

leStrade

Aeroporti Autostrade Ferrovie

PONTI&VIADOTTI

IN QUESTO NUMERO

News

Infrastrutture Strade

a cura della redazione

86

Attraverso l’autostrada

90

La vetta del restauro

■ Attraverso l’autostrada ■ La vetta del restauro

MACCHINE & ATTREZZATURE MACCHINE & ATTREZZATURE

PRESIDENTE LANFRANCO SENN - Direttore CERTeT, Centro di Economia Regionale, Trasporti e Turismo dell’Università Bocconi di Milano

Mo M obilità tà & traffico

84

Comitato Tecnico-Editoriale

■ News

MEMBRI ELEONORA CESOLINI - Direttore Centro Sperimentale Stradale ANAS PASQUALE CIALDINI - Già Direttore Generale per la Vigilanza e la Sicurezza delle Infrastrutture MIT DOMENICO CROCCO - Dirigente ANAS, Segretario Generale CNI AIPCR CARLO GIAVARINI - Università La Sapienza di Roma, Presidente SITEB LUCIANA IORIO - MIT, Presidente WP1 UNECE AMEDEO FUMERO - Dirigente MIT, Capo Dipartimento per i Trasporti, la Navigazione e i Sistemi informativi e statistici LUCIANO MARASCO - Dirigente MIT, Responsabile IV Divisione DG Sicurezza Stradale FRANCESCO MAZZIOTTA - Dirigente MIT, Responsabile II Divisione DG Sicurezza Stradale LORELLA MONTRASIO - Direttore DISS VINCENZO POZZI - Presidente CAL MASSIMO SCHINTU - Direttore Generale AISCAT ORNELLA SEGNALINI - Presidente V Sezione Consiglio Superiore dei Lavori Pubblici MARIO VIRANO - Commissario straordinario del Governo per la Nuova Linea Ferroviaria Torino-Lione

Mobilità Mobil ilità il tàà & tra traffico raff c ra co o PONTI Mobilità lità li ità & ttraffico ra aP ff co

di Fabrizio Apostolo

M

Strade e

a cura della redazione

VIADOTTI FERROVIE VIE

Macchine cchi ch hin & Attrezzature AUTOSTRADE Dhhin DE E

MOBILITÀ OBILIT O OB L TÀ T Mobilità Mobi iilità ilit il llità iB it tàIIL &IT traffico ttra tr rra aStrade ode

MACCHINE & ATTREZZATURE

European Union Road Federation

International Road Federation

Società Italiana Geologia Ambientale

Associazione Italiana Bitume Asfalto Strade

Associazione Italiana della Telematica per i Trasporti e la Sicurezza

Formazione Addestramento Scienza Tecnologia Ingegneria Gallerie e Infrastrutture

Associazione delle organizzazioni di ingegneria, di architettura e di consulenza tecnico-economica

www.fiaccola.com www.lestradeweb.com

Società Italiana Infrastrutture Viarie

Associazione Italiana della telematica per i trasporti e la sicurezza

IN RAPPRESENTANZA DELLE ASSOCIAZIONI MARIA PIA CERCIELLO - CNI AIPCR MARCO GALIMBERTI - ANIE/ASSIFER GABRIELLA GHERARDI - Presidente AISES PATRIZIA LOTTI - Presidente OICE OLGA LANDOLFI - Segretario Generale TTS Italia GIULIO MATERNINI - Presidente AIIT DONATELLA PINGITORE - Presidente ALIG ADNAM RAHMAN – Vice Presidente IRF STEFANO RAVAIOLI - Direttore SITEB SERGIO STORONI RIDOLFI - SIGEA LUCA ZANI - Segretario Nazionale ASSOCAAP

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In questo numero 5/2014 leStrade

1500 volte Speciale Infrastrutture 2014 1500 EC E SP IAL E

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Nuove tratte e ampliamenti autostradali le aperture al traffico del 2014

Cantieri Aperti Lo stato di avanzamento delle maggiori opere stradali e ferroviarie

Verso Expo 2015 Il sistema dei trasporti e la sfida dell’esposizione milanese

Obiettivo Manutenzione Norme e tecniche per ammodernare le reti infrastrutturali

Da leStrade 110 Obiettivo Grandi Opere a leStrade 1500 Prosegue la grande tradizione di approfondimento tecnico sulle infrastrutture italiane

Per maggiori informazioni marketing@fiaccola.it - tel. 02.89421350 Casa editrice la

fiaccola srl • 20123 Milano - Via Conca del Naviglio, 37 - Fax 02 89421484 - www.fiaccola.com

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Lo sviluppo delle infrastrutture in Italia, con le innovazioni tecniche che l’hanno accompagnato, approfondito in ben 1500 fascicoli di rivista. È il traguardo storico che leStrade taglierà con il numero di Settembre 2014, un’edizione speciale incentrata, tra l’altro, su un altro traguardo storico per il settore: il completamento di alcune delle opere più importanti del Paese.

CIALE SPEC

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6 Consulenza Legale Appalti

L’esercizio del potere sanzionatorio dell’Autorità per la vigilanza sui contratti AVCP, ecco il Regolamento unico di cui all’art. 8, comma 4, del D.Lgs 163 del 2006 Claudio Guccione Avvocato Fondatore di P&I - Studio Legale Guccione & Associati

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L’avvocato Claudio Guccione è referente scientifico dell’Executive Master in Management delle Imprese di Costruzione della LUISS Business School (claudio.guccione@peilex.com)

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OSSERVATORIO NORMATIVO â– Decreto legislativo del 4 marzo 2014, n. 43, “Attuazione della direttiva 2011/76/UE, che modifica la direttiva 1999/62/CE relativa alla tassazione a carico di autoveicoli pesanti adibiti al trasporto di merci su strada per l’uso di alcune infrastruttureâ€?, (14G00054), pubblicato in GU Serie Generale del 24 marzo 2014, n. 69. â– Comunicato dell’AutoritĂ per la Vigilanza sui contratti pubblici di lavori, servizi e forniture del 3 aprile 2014, “Affidamento dei servizi di pulizia e igiene ambientale degli immobili nei settori ordinariâ€?, (14A02638), pubblicato in

GU Serie Generale del 3 aprile 2014, n. 78. ■Decreto Legge del 28 marzo 2014, n. 47 recante “Misure urgenti per l’emergenza abitativa, per il mercato delle costruzioni e per Expo 2015�, (14G00059), pubblicato in GU Serie Generale del 28 marzo 2014, n.73. ■Decreto Legge del 20 marzo 2014, n. 34 recante “Disposizioni urgenti per favorire il rilancio dell’occupazione e per la semplificazione degli adempimenti a carico delle imprese�, (14G00046), pubblicato in GU Serie Generale del 20 marzo 2014, n.66.

Opinione Legale 5/2014 leStrade

“Palpito dell’industria”

L’alternativa energetica “lignite energy”. “lignite energy” è un combustibile industriale di valore superiore. Essiccata e macinata, la lignite grezza viene nobilitata a combustibile polverizzato.

Energia da lignite. Ha capacità di scorrimento analoghe a quelle di gas e petrolio. “lignite energy”, indipendente dai mercati internazionali dell’energia, è disponibile nel tempo, l’estrazione di lignite garantita per decenni. Un’energia che ha futuro. Sicurezza di fornitura per gli anni a venire.

Agenzia Carboni s.r.l.; I-16145 Genoa; Phone +39 010 3622918; www.agenziacarboni.com

10 Sicurezza delle Infrastrutture

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TAB. 1 GLI INCENDI NELLE GALLERIE STRADALI NEL TRENTENNIO 1970-1999

L’ing. Pasquale Cialdini è stato a capo dell’Ispettorato Generale per la Circolazione e la Sicurezza Stradale e Direttore Generale della Direzione per la Vigilanza e la Sicurezza nelle Infrastrutture presso il Ministero delle Infrastrutture e dei Trasporti. È socio ordinario AIIT.

Tunnel Velsen Nihonzaka Kajwara Caldecott Pecorile De l’Arme Gumelens Serra a Ripoli Plander Isola delle femmine Totale

Nazione Olanda Giappone Giappone USA Italia Francia Svizzera Italia Austria Italia

Lunghezza 770 m 2.045 m 740 m 1.020 m 662 m 1.105 m 340 m 442 m 6.719 m 150 m

Data 1978 1979 1980 1982 1983 1986 1987 1993 1995 1996 1970-1999

Morti + Feriti 5 5 7 2 1 7 2 9 22 3 5 2 4 3 5 20 46 56

Sicurezza delle Infrastrutture 5/2014 leStrade

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1. 29 maggio 1999: Tunnel dei Tauern (Austria) 6,400 km di lunghezza, ad unico fornice, con due corsie con traffico bidirezionale); l’incidente/incendio dove morirono undici persone fu provocato da un veicolo pesante, trasportante bidoni di vernice, che ha urtato (a 800 m dall’entrata Nord) una fila di veicoli fermi ad un semaforo all’interno del tunnel dove, per la presenza di un cantiere che impegnava una delle due corsie di marcia, era stato istituito un senso unico alternato.

Delle dodici persone, otto morirono a seguito della collisione e quattro per i fumi tossici provocati dall’incendio che si è generato dopo l’urto. L’incendio è durato 14 ore ed ha coinvolto 20 veicoli (di cui 14 veicoli pesanti).

6 agosto 2001: Tunnel di Gleinalm (Austria); 8.320 m di lunghezza. Il tunnel si trova sull’Autobahn A9 nei pressi della cittĂ di Graz. Ăˆ una galleria con traffico bidirezionale. L’incendio dove morirono cinque persone è stato provocato dalla collisione tra un’automobile e un mezzo pesante che si è incendiato. L’episodio tra l’altro ha anche ispirato un film del titolo “1200 C° la veritĂ in fondo al tunnelâ€?.

2. 17 ottobre 2001: Tunnel di Guldborgsund (Danimarca) 460 m di lunghezza a doppia canna, ciascuna con due corsie. Collega sotto il livello del mare due isole: Lolland e Falster. Nell’incendio, dove trovarono la morte 5 persone e 6 rimasero ferite è stato provocato dal tamponamento tra un auto ed un camion.

3. 24 ottobre 2011: Tunnel del Gottardo (Confederazione Elvetica) 16.920 km di lunghezza ad unico fornice, con due corsie con traffico bidirezionale. L’incidente/incendio con undici morti è stato provocato da una collisione frontale tra due veicoli pesanti a 1.100 m dall’ingresso Sud. A seguito della collisione si è sviluppato un incendio che ha coinvolto 23 veicoli (13 veicoli pesanti). Circa 30 persone si sono salvate utilizzando i rifugi (ogni 250 m) e la galleria di evacuazione.

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TAB. 2 GLI INCENDI NELLE GALLERIE STRADALI NEL TRIENNIO 1999-2001 Tunnel

Nazione

Lunghezza

Data 23 marzo 1999

39

29 maggio 1999

12

6 agosto 2001

5

Traforo del Monte Bianco

Francia/Italia

Tunnel dei Tauern

Austria

6.400 m

Tunnel di Gleinalm

Austria

8.320 m

Tunnel di Guldborgsund

Danimarca

Tunnel del San Gottardo Totale

Svizzera

Morti + Feriti

460 m

17 ottobre 2001

5

6

16.920 m

24 ottobre 2001 1999-2001

11 72

6

4. Nel Rapporto Comune sono contenute, oltre all’illustrazione delle principali disfunzioni, ben 41 raccomandazioni da eseguire prima della riapertura del traforo. Le 41 raccomandazioni sono raggruppate nelle seguenti sei categorie: a) Organizzazione istituzionale (raccomandazioni 1-9). In quest’ambito è stato previsto: • l’istituzione di una Comitato di sicurezza a supporto della Commissione Intergovernativa (da estendersi anche al Frejus e al Tenda); • l’istituzione di una societĂ unica per la gestione del traforo e di un unico responsabile di esercizio; b) Installazioni di sicurezza: impianti e genio civile (10-21). Tra questi si citano: • l’istituzione di una sola Sala Controllo dotata di comandi informatizzati e di strumenti di controllo, con un’altra (perfettamente identica) sull’altro piazzale in stand-by presidiata e pronta a intervenire in caso di emergenza; • l’aumento della capacitĂ di estrazione (almeno 110 m3/sec su una lunghezza di 600 m) in modo da favorire in caso di incendio la stratificazione dei fumi; • la costruzione nella roccia di 37 luoghi sicuri ogni 300 m, ciascuno dotato di adeguato sistema di ventilazione per ottenere una sovrappressione rispetto al traforo in modo da impedire l’ingresso dei fumi al suo interno. Il collegamento dei luoghi sicuri tra di loro e con i due imbocchi del traforo - per tale scopo è stato utilizzato uno dei canali costruiti per la conduzione dell’aria “frescaâ€?. c) Regolamentazione della circolazione e dell’esercizio (22-28). In particolare: • Distanza di sicurezza di 150 m durante la marcia che deve essere ottenuta con un opportuno cadenzamento all’ingresso e segnalata all’interno del traforo mediante opportuna segnaletica. Il traforo deve anche essere dotato di idonei strumenti per rilevare le infrazioni (di velocitĂ e di interdistanza); • controllo sui mezzi pesanti per vietare l’ingresso ai veicoli che presen-

tano surriscaldamenti con potenziale rischio di incendio; • in merito all’esercizio; lo studio di nuove “consegne di sicurezzaâ€? e la determinazione delle “condizioni minime di esercizioâ€? al sotto delle quali il traforo deve essere sottoposto a limitazioni del traffico (senso unico alternato, divieto di circolazione dei mezzi pesanti o anche chiusura fino al ripristino delle condizioni minime); • opportuna formazione del personale responsabile dell’attuazione delle consegne di sicurezza; d) Organizzazione dei mezzi di soccorso (29-34). In tale ambito: la previsione su entrambi i piazzali di un servizio di intervento immediato con personale specializzato e pronto adintervenire 24 ore su 24 entro 5 minuti dall’allarme. Nel corso dei lavori si è deciso di posizionare anche una terza squadra al centro del traforo. Ciascuna squadra è dotata di mezzi adatti e in particolare di veicolo antincendio JANUS dotato di comandi e ruote sterzanti sia anteriori che posteriori ed in grado di muoversi anche in presenza di temperature molto elevate e di fumi molto densi. e) Informazione e formazione degli utenti (35-37).

L’apertura del traforo doveva essere accompagnata da specifiche campagne, ripetute periodicamente anche durante il normale esercizio.

All’interno del traforo tutti i veicoli dotati di autoradio sono automaticamente sintonizzati per ricevere le informazioni sia in italiano che in francese. f) Regolamentazione dei veicoli (38-41).

In quest’ambito la Commissione ha proposto una maggiore attenzione delle Autorità competenti sui problemi legati alla sicurezza dei veicoli e in particolare per quelli connessi con la prevenzione degli incendi a bordo degli automezzi, specie dei camion. Questa è l’unica raccomandazione che non è stata fino ad oggi rispettata; anzi, sia nel traforo del Monte Bianco che in quello del Frejus, si sono verificati in questi ultimi anni diversi principi di incendio, con un forte incremento rispetto agli anni ottanta-novanta, dovuti prevalentemente alla rottura dei motori turbo.

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5. Da allora i Ministri si sono riuniti quattro volte per esaminare lo stato di avanzamento dei lavori e rivedere le priorità nel modo di attuare le disposizioni contenute nella Dichiarazione di Zurigo: l’11 maggio 2004 a Regensberg (CH), il 14 novembre 2005 a Sedrun (CH), il 20 ottobre 2006 a Lione (F), con l’ingresso tra i Paesi aderenti anche della Slovenia, e i 7 maggio 2009 a Vienna (A). Il quinto vertice dei Ministri dei trasporti si è tenuto a Lipsia (G) il 2 maggio 2012. Per le decisioni dell’ultimo vertice di Lipsia, vedi nota 7.

traffic BTA, AETS e TOLL+ allo scopo di analizzare gli effetti sui flussi di traffico lungo gli itinerari alpini), EFFINALP (Analysis of economic EFFects of establishing Traffic management INstruments in ALPine corridors ovvero Analisi degli effetti economici dell’implementazione di strumenti di gestione del traffico sui corridoi alpini) e LEGALP (LEGal consistency of ACE, AETS and TOLL+ in ALPine corridors ovvero Compatibilità giuridica del BTA, AETS e TOLL+ con il diritto dell’UE e l’Accordo tra Svizzera e UE sul trasporto merci e passeggeri su strada e ferrovia). Il primo Studio ha stabilito con chiara evidenza che piÚ il livello dei prezzi dei transiti alpini è alto, piÚ il traffico stradale diminuisce (o viene deviato) e piÚ il trasferimento modale dalla strada alla rotaia è marcato, indipendentemente dal tipo di strumento considerato. Il secondo studio ha mostrato che alcune regioni alpine (non solo quelle del versante meridionale (Italia) sarebbero grandemente penalizzate sia in termini di performance economica sia di livelli occupazionali ed alcuni trasporti a media e lunga distanza rischiano di essere fortemente penalizzati. Per mitigare queste conseguenze negative andrebbero proposti meccanismi di compensazione. Il terzo studio ha mostrato che lo strumento TOLL+ è il piÚ compatibile con il diritto vigente tra quelli esaminati mentre BTA e AETS richiederebbero modifiche sostanziali della legislazione vigente.

2. Gestione degli eventi nella regione alpina Il Gruppo di lavoro con presidenza svizzera ha redatto il “Regolamento per l’informazione sull’attuazione della gestione in rete degli

6. In realtà la direttiva fissa due scadenze di adeguamento: una, al 2014 per gli Stati, le cui reti stradali presentano un numero basso di gallerie, e l’altra al 2019 per gli altri Stati (tra cui l’Italia) che hanno un gran numero di gallerie.

7. Nell’ultimo vertice di Lipsia i Ministri hanno trattato i seguenti argomenti: 1. Sistemi di gestione del traffico pesante nella regione alpina Il Gruppo di lavoro con presidenza austriaca ha individuato tre sistemi di gestione del traffico pesante: BTA (borsa dei transiti alpini), AETS (sistema di scambio di quote di emissioni nella regione alpina) e TOLL+. Per individuare il sistema di gestione migliore, nell’ultimo biennio il gruppo ha promosso ed esaminato tre studi: ALBATRAS (ALignement of heavy traffic management instruments and BAsic TRAffic study, ovvero Confronto tra gli strumenti di gestione del

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D E 5DSSRUWR &RPXQH ³&LDOGLQL 0DUHF´ 5HWH VWUDGDOH 7(1 7 ULJXDUGDQWH LO WHUULWRULR LWDOLDQR eventi nell’arco alpino�. I risultati delle attività svolte indicano che gli strumenti di gestione degli eventi sono molto efficaci e in grado di contribuire al miglioramento della sicurezza dei trasporti in base alle esigenze ed in modo efficiente sul piano sia dei costi che delle tempistiche.

3. Mobilità nella regione alpina Il Gruppo di lavoro presieduto dall’Italia ha raccolto i dati del rilevamento CAFT 09 e pubblicato i primi dati consolidati che forniscono il quadro generale della complessa struttura del settore dei trasporti transalpini. Il prossimo rilevamento CAFT 2014 sarà spostato al 2015 per allinearsi con altri sondaggi quinquennali (E-road e E-rail dell’UN ECE).

4. Sicurezza nelle gallerie ferroviarie della regione alpina Il Gruppo di lavoro presieduto dalla Francia ha svolto un’analisi particolareggiata avente come oggetto il trasporto delle merci pericolose, le specificitĂ del trasporto combinato (autostrada viaggiante), le misure di protezione, lo spegnimento degli incendi, le attivitĂ di soccorso e il monitoraggio del sistema di trasporto ferroviario per individuare eventuali rischi all’interno delle gallerie. Ăˆ stato predisposto un questionario che è stato finalizzato nel corso di un workshop nel maggio 2011. Gli esperti hanno messo in luce la necessitĂ di predisporre ulteriori interventi e provvedimenti tecnici e operativi di prevenzione dei rischi e un metodo di misurazione dei rischi e di raccolta dati.

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TAB. 3 CLASSI DI LUNGHEZZA DELLE GALLERIE IN ESERCIZIO AL 30/4/2006 Fornice doppio n°

Totale

L (m) n°

%

< 500* 500-1000 1000-1500 1500-2000 2000-3000 >3000

16 290 94 64 33 20

3% 56% 18% 12% 6% 4%

Totale

517

100%

Fornice unico a percorrenza bidirezionale n°

Fornice unico a percorrenza unidirezionale n°

16 267 92 61 31 19 486 (94%)

23 2 2

1 2 1 4 (1%)

27 (5%)

TAB. 4 DISTRIBUZIONE TERRITORIALE DELLE GALLERIE GIÀ IN ESERCIZIO AL 30/4/2006 Nord Regione

Valle d’Aosta Piemonte Liguria Lombardia Trentino A. Adige Friuli V. Giulia Emilia Romagna Totale

Centro n°

25 46 152 6 8 28 18 283

Regione

Toscana Marche Umbria Lazio Abruzzo

Sud e Isole n°

23 22 6 12 44

107

Regione

Campania Basilicata Calabria Sicilia

n°

16 10 30 71

127

5/2014 leStrade

Sicurezza delle Infrastrutture

13

14 Legislazione e Sicurezza

Guida assistita, laboratorio normativo tra innovazione e responsabilità Veicoli intelligenti, il WP 1 UNECE al lavoro per aggiornare la Convenzione di Vienna Luciana Iorio Presidente WP 1 UNECE

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La dott.ssa Luciana Iorio, del Ministero delle Infrastrutture e Trasporti, segue a livello comunitario e in sede UNECE (United Nations Economic Commission for Europe) le tematiche relative alla mobilità sicura. Attualmente presiede il Road Safety Forum (WP1) a Ginevra. Nel 2014 curerà per leStrade la nuova rubrica bimestrale Road Safety World.

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ANAS SpA Via Monzambano, 10 00185 Roma Tel. 06/44461 Fax 06/4456224 www.stradeanas.it

© Anas SpA

Direttore, Direzione Generale Comunicazioni e Relazioni Esterne Anas

© Anas SpA

Giuseppe Scanni

© Anas SpA

Esercizio, le soluzioni “mobile” dell’Anas si aggiudicano il CIOnet Italia Award 2014

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Lâ&#x20AC;&#x2122;11 aprile lâ&#x20AC;&#x2122;Anas ha aperto al traffico la variante di Albinia, che si immette al km 150+800 della strada statale 1 Aurelia nel Comune di Orbetello, in provincia di Grosseto. Lâ&#x20AC;&#x2122;intervento, che consente di eliminare il passaggio a livello sulla linea ferroviaria Roma-Pisa, riguarda la variante di 1,9 km alla ex strada statale 74 Maremmana (ora strada regionale) esterna allâ&#x20AC;&#x2122;abitato di Albinia, con un viadotto lungo oltre un chilometro da 24 campate. Ă&#x2C6; stato inoltre modificato lo svincolo di Albinia sulla strada statale n. 1 Aurelia, attraverso la realizzazione di due rotatorie per meglio disciplinare i flussi di traffico, ed è stata realizzata una pista ciclabile che consente di collegare Albinia a una pista giĂ esistente, in corrispondenza del fiume Albegna. â&#x20AC;&#x153;La realizzazione della variante - ha affermato il Presidente dellâ&#x20AC;&#x2122;Anas Pietro Ciucci -, in particolare, permette di evitare lâ&#x20AC;&#x2122;attraversamento del centro di Albinia, con un indubbio beneficio per la sicurezza e la sa-

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Grosseto, un viadotto da 24 campate e due rotatorie: aperta al traffico la nuova variante di Albinia

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News Attualità 5/2014 leStrade

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Nomine pubbliche

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5/2014 leStrade

News Attualità

21

Quarantâ&#x20AC;&#x2122;anni di Autobrennero

DBA Group

DBA Progetti

DBA Group è una holding di societĂ operative nei settori dellÂ&#x2019;Architettura, dellÂ&#x2019;Ingegneria, del Project & Lifecycle Management e dellÂ&#x2019;Information & Communication Technologies.

DBA Progetti SpA è la societĂ operativa di DBA Group attiva nei settori dellÂ&#x2019;Architettura, dellÂ&#x2019;Ingegneria e del Project Management, per i quali sviluppa servizi professionali, tecnici e gestionali finalizzati alla concezione, realizzazione e gestione di opere civili e infrastrutture.

Viale Felissent, 20/D 31020 Villorba (TV) - Italy P.IVA 04489820268 +39 0422 318811

www.dbagroup.it

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Usa, ok al pedaggio per finanziare le manutenzioni delle strade

DBA Lab

IGM Engineering

DBA Lab SpA è la societĂ operativa di DBA Group che sviluppa piattaforme software di Process Automation nellÂ&#x2019;ambito del Project, Asset & Lifecycle Management e offre servizi di Information and Communication Technology Consulting nel settore delle opere civili e delle infrastrutture.

IGM Engineering Impianti Srl è la società operativa di DBA Group attiva nei servizi di Ingegneria nel settore dei Trasporti (Strade, Ferrovie, Porti, Aeroporti) ed in particolare nella Progettazione di Impianti di Ventilazione, Idrici, Antincendio, Illuminazione, Elettrici, Telecomunicazione, Supervisione e Controllo di Gallerie e Infrastrutture Stradali.

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5/2014 leStrade

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- Gruppi pompanti in alta e altissima pressione - Sistemi robotizzati - Testate multi getto da demolizione, scarifica, sverniciatura - Sistemi filtranti - Trattamento acque in cantiere - Riconversioni - riparazioni

News Attualità 5/2014 leStrade

24

News

Prodotti Sicurezza passiva grazie a un palo

Il calcestruzzo drenante che si è fatto strada

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News Prodotti 5/2014 leStrade

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News Prodotti 5/2014 leStrade

Il dinamismo del meteo stradale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NOVITÀ MONDIALE. MARWIS. LA PRIMA STAZIONE METEOROLOGICA MOBILE! > Condizione del manto stradale > Pellicola acquea > Temperatura superficiale > Temperatura di congelamento > Percentuale di ghiaccio presente > Friction > Punto di rugiada > Temperatura e umidità relativa dell’aria

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28

Parcheggi

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Parcheggi 5/2014 leStrade

Una strada realizzata con Pneumatici Fuori Uso fa bene alla guida e anche all’ambiente.

Strade Gli asfalti contenenti polverino di gomma sono più silenziosi, drenanti e sicuri.

+

+

Ambiente Le strade realizzate con i PFU permettono di riciclare correttamente un rifiuto che diventa, così, preziosa risorsa.

Riduzione della rumorosità, elevata durabilità, resistenza agli agenti atmosferici, maggiore sicurezza e costi manutentivi ridotti nell’intero ciclo di vita. Questi i plus di un asfalto realizzato con l’aggiunta di polverino di gomma da Pneumatici Fuori Uso. Da Ecopneus – principale responsabile della raccolta e il

recupero dei PFU in Italia – l’impegno per l’informazione e la conoscenza di un asfalto sostenibile e dalle grandi prestazioni.

Strade & ambiente: con la gomma da PFU i vantaggi sono per tutti.

30

News

Convegni Sicurezza stradale e mobilitĂ sostenibile a Intertraffic, la fiera che parla (anche) italiano

A Verona con stradale e construction

Consueta importante presenza italiana, con la ciliegina sulla torta di Expo 2015, che ha partecipato alla manifestazione con CAME, alla recente edizione di Intertraffic Amsterdam, la vetrina europea dedicata a infrastrutture, sicurezza, tecnologie del traffico e parcheggi che si è tenuta nella capitale olandese dal 25 al 28 marzo e che ha avuto leStrade come media partner (si rimanda, tra lâ&#x20AC;&#x2122;altro, al dossier speciale in doppia lingua, italiano e inglese, di leStrade 3/2014 in cui abbiamo presentato numerose anteprime della kermesse olandese; sulle soluzioni viste a Intertraffic torneremo anche con unâ&#x20AC;&#x2122;approfondimento sulla rivista). Tra le aziende presenti ad Amsterdam, culla della mobilitĂ dolce e innovativa, i produttori di macchine battipalo Orteco e Pauselli (che ha portato in fiera anche la sua macchina per lâ&#x20AC;&#x2122;analisi della resistenza del terreno) realizzata con Lira e con il Politecnico di Milano, il centro di certificazione e testing CSI, Snoline, che ha presentato, tra lâ&#x20AC;&#x2122;altro, un nuovissimo attenuatore redirettivo, nonchĂŠ Sias, SCT, Aesys con le sue nuove soluzioni nel campo dei pannelli a messaggio variabile, CIR Ambiente, che si sta distinguendo per una serie di barriere acustiche installate sulle maggiori nuove opere infrastrutturali italiane.

Grande spazio, in questa edizione della fiera, per i temi della sicurezza stradale (premiate alcune soluzioni innovative provenienti dalla Spagna) e dellâ&#x20AC;&#x2122;ambiente, con particolare risalto della mobilitĂ ciclabile. e date della prossima edizione della fiera: 5-8 aprile 2016.

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News Convegni 5/2014 leStrade

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32

2014

Agenda

Convegni, corsi, eventi

■ Maggio EMERlab Dal 10 all’11 - Monza www.emerlab.it

Workshop PIARC TC 1.5 Gestione del Rischio 28 maggio - Milano

XXI Congresso mondiale ITS Dal 7 all’11 - Detroit, Michigan (USA)

www.polimi.it

http://itsworldcongress.org

www.ibtta.org

■ Giugno World Tunnel Congress 2014 Dal 9 al 15 - Iguassu Falls (Brasile)

IBTTA Global Technology Workshop Dal 19 al 21 - Praga (Repubblica Ceca)

Citytech Roma Dal 10 all’11 - Roma www.citytech.eu

Annual Meeting IBTTA Dal 14 al 17 - Austin Texas (USA)

Saie 2014 Dal 22 al 25 - Bologna www.saie.bolognafiere.it

www.ibtta.org

www.wtc2014.com.br

World Road Safety Forum Dall’11 al 15 - Abu Dhabi (EAU) www.irfnews.org

INTERtunnel 2014 Dal 14 al 16 - Mosca (Russia) www.InterTunnelRussia.com

Conferenza sul progetto ROSEE (Road Safety in South East European Regions) 26 maggio - Brescia www.rosee-project.eu/

Asecap Days 2014 Dal 26 al 28 - Atene (Grecia) www.asecap.com

10th ITS European Congress Dal 16 al 19 - Helsinki (Finlandia) www.itsineurope.com

Port&ShippingTech Dal 26 al 27 - Napoli www.shippingtech.it

■ Ottobre

ExpoTunnel 2014 Dal 23 al 25 - Bologna www.expotunnel.it

Geofluid 2014 Dall1 al 4 - Piacenza www.geofluid.it

■ Luglio IBTTA Summit on All-Electronic Tolling, Managed Lanes & Interoperability Dal 21 al 23 - San Diego, California (USA) www.ibtta.org

Citytech Milano Dal 26 al 28 - Milano www.citytech.eu

truckEmotion vanEmotion Dal 10 al 12 - Monza www.truckemotion.it

■ Settembre

■ Novembre

Better Roads Moving Africa SARF/IRF 2014 Dal 2 al 4 - Pretoria (Sud Africa)

Ecomondo Dal 5 all’8 - Rimini

www.sbs.co.za/sarf-irf2014/

Tunnel e spazio sotterraneo: rischi e opportunità Dal 13 al 15 - Lione (Francia)

www.ecomondo.com

www.aftes.asso.fr

News Convegni 5/2014 leStrade

34

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Coordinamento tecnico dei progetti EasyWay

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Programma EasyWay 5/2014 leStrade

Fostering Sustainable Mobility across Europe On the 5th of March, the European Commission, trough the coordination Committee of the Connecting Europe Facility (CEF) has approved the following documents: The Decision on the Multi-Annual Work Programme (MAP) 2014 for financial assistance in the field of Connecting Europe Facility (CEF) - Transport sector for the period 2014-2020; The Decision on the Annual Work Programme (AP) 2014 for financial assistance in the field of Connecting Europe Facility (CEF) - Transport sector. The two Decisions of the European Commission were issued on March 26, 2014.

Multi Annual Work Programme (MAP) The Decision for this Work Programme provides several Lines of action. Moreover, the Decision, defines the Priorities contained within each Line of action, the objectives for each of them and also the details of the related Calls for tenders. Particularly interesting for the EasyWay Consortium is the following Line of Action: â&#x20AC;&#x153;Optimizing the integration and interconnection of transport modes and enhancing interoperability, safety and security of transportâ&#x20AC;? with a budget of 750,000,000 â&#x201A;Ź.

In fact, inside this Line of Action, there is the specific Priority: Intelligent Transport Services for road (ITS) with a provided budget of 70,000,000 â&#x201A;Ź. Intelligent transport systems for roads of the trans-European transport network as â&#x20AC;&#x153;intelligentâ&#x20AC;? interface between roads and other transport infrastructure vitally contribute to enhancing road safety and reducing carbon emissions of the transport system by boosting the efficiency of infrastructure use and traffic operations for both passengers and freight. They also open up new perspectives for user services. TEN-T infrastructure shall be equipped with the relevant components in compliance with the EU transport policy in the field of intelligent transport systems, notably the Directive 2010/40/EU to support the deployment of systems which are interoperable and provide for continuity of services

across Member States and operators. These measures contribute to a sustainable transport system (in terms of economic, environmental and social impacts) and connected mobility. In the framework of the development and / or deployment of intelligent transport systems, actions implementing Directive 2004/52/EC on interoperable electronic road toll systems and the European Commission Decision 2009/750/EC, defining their technical elements, shall be promoted. When relevant for the development and / or deployment of systems and services as addressed by 2010/40/EU and with a view to ensuring reliable positioning services, actions to ensure compatibility of information and value added ITS services with the systems established under the Galileo and EGNOS programmes (set out in Regulation (EC) 683/2008) may also be addressed.

More specifically, the multi-annual Programme addresses the promotion of the following areas, especially on core network Corridors: â&#x20AC;˘ Cooperative systems, i.e. - vehicle-infrastructure communication, in particular in truly interoperable Corridors; â&#x20AC;˘ Europe-wide traffic and travel information services, including inter alia cross border services for seamless door-to-door mobility; â&#x20AC;˘ Europe-wide traffic management systems to optimise traffic operations on the core network; â&#x20AC;˘ Systems to enhance road safety and security; â&#x20AC;˘ Interoperable European Electronic Toll Service systems (development and / or deployment).

Itâ&#x20AC;&#x2122;s then important to underline that the proposals in response to the various Calls for tenders must be submitted by Member States or by public, private or international organizations with the agreement of the Member States concerned.

In addition, the maximum values that will be co-financed are 50% of eligible costs For study projects and 20% of eligible costs for ITS application systems and applications. Finally, we want to stress the fact that his Work Programme does not exclude that an additional

multi-annual Work Programme may be adopted in 2014, with supplementary budget.

Annual Work Programme (AP) Concerning the Annual Work Programme 2014, the related Decision states that the total budget will be of 930,000,000 â&#x201A;Ź to be divided among several Lines of action. that include several Priorities.

For the EasyWay Consortium the most interesting Line of Action is the same one of the MAP: â&#x20AC;&#x153;Optimize the integration and interconnection of transport modes and enhancing interoperability, safety and security of transportâ&#x20AC;? with a budget of 100,000,000 â&#x201A;Ź. In fact, inside this Line of Action, there is this Priority: â&#x20AC;&#x153;Telematic applications systems other than those covered by the multiannual Work Programmeâ&#x20AC;? that includes the ITS for roads. The specific objectives related to ITS for road and their interface with other transport modes address the promotion of cross-border action on the TEN-T as a whole, with a specific focus on addressing the following areas: studies (including pilot deployment in at least one of the involved Member States or preferably along a trajectory spanning over several Member States) on: â&#x20AC;˘ The optimal use of traffic and travel data; â&#x20AC;˘ Interfaces between transport modes and networks for passengers (functional, organizational, technical, or service-related); â&#x20AC;˘ Infrastructure-vehicle interfaces; â&#x20AC;˘ Business models for ITS deployment from a public and private point of view; â&#x20AC;˘ Issues of data security and protection as well as of liability; â&#x20AC;˘ Support to complement the Corridor-related action(s) under the Multi-annual Programme.

Itâ&#x20AC;&#x2122;s then necessary to underline that, as for the MAP, the proposals in response to the various Calls for tenders must be submitted by Member States or by public, private or international organizations with the agreement of the Member States concerned.

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Programma EasyWay

35

ATIVA S.p.A. Autostrada Torino Ivrea Valle dâ&#x20AC;&#x2122;Aosta Strada della Cebrosa, 86 - 10156 Torino - tel. 011.3814100 - fax 011.3814101 mail: info@ativa.it - www.ativa.it

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N. 5 MAGGIO 2014

leStrade

Giornate annuali Asecap di Studio e Informazione Atene, Grecia, 26-28 maggio 2014

Annual Asecap Study and Information Days Athens, Greece, May 26th - 28th 2014

Motorways

Road Safety 38 Le sfide delle autostrade in unâ&#x20AC;&#x2122;Europa che cambia The challenges of the European tolled motorways in a changing Europe 44 Il progetto di terza corsia rsia dellâ&#x20AC;&#x2122;A22 dell A22 The third-lane project along the Brenner Motorway 52 Viadotto laboratorio Innovative solutions for the Marchetti Viaduct 60 Nuovo ponte sul fiume Piave The new Bridge over the river Piave 64 BMS a misura di autostrada Bridge Management System implementation for Italian highways 70 Nuovo svincolo al traguardo New junction decongestioning Milan traffic

Tolling

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Aeroporti Autostrade Ferrovie

Concessions Autostrade

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1. Lâ&#x20AC;&#x2122;ingegner Massimo Schintu, dg dellâ&#x20AC;&#x2122;Aiscat 1. Eng. Massimo Schintu, Aiscat General Director

in un’Europa che cambia

Massimo Schintu Direttore Generale AISCAT

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Asecap 2014

39

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English Version

The challenges of the European tolled motorways in a changing Europe FOCUS ON THE ASECAP ANNUAL INFORMATION AND STUDY DAYS, SCHEDULED TO TAKE PLACE IN ATHENS FROM 26TH TO 28TH OF MAY, IN A VERY IMPORTANT MOMENT FOR THE FUTURE OF THE EU POLICIES AND MAINLY THE TRANSPORTATION ONE. AMONG THE SUBJECTS OF INTEREST: THE EU INSTITUTIONAL RENEWAL, THE INFRASTRUCTURE FINANCING AND THE ISSUE, MORE AND MORE GLOBAL, OF THE ETC INTEROPERABILITY.

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nce again, this year, the European tolled motorwaysâ&#x20AC;&#x2122; representatives will meet for the traditional meeting of the ASECAP Study and Information Days, that reached its 42nd edition: under the current semester of the EU Presidency run by Greece, the event will take place in Athens, exceptionally from Monday to Wednesday - instead of, as a tradition, from Sunday to Tuesday - in order to allow delegates to vote, in their respective Countries, for the European Parliament elections which will be hold all over Europe on Sunday the 25th of May. It will be then a very peculiar edition of the ASECAP Study and Information Days, because of the important historical and political moment for the European Union and because there will be the Institutional presence of the Greek Presidency of the EU, that will present, with the Infrastructure and Networksâ&#x20AC;&#x2122; Minister Michalis Chrisochoidis, the political and strategic priorities of the Union in the transportation field.

Greece will ensure its Presidential mandate until the end of June, then this task will pass to Italy: both EU Presidencies for 2014 will therefore represent the Union in the very moment of the EU Institutionsâ&#x20AC;&#x2122; renewal, with the political elections at the end of May, the designation of the new Commissioners between June and July, the enter into functions of the new elected European Parliament at the beginning of July, the parliamentary hearings of the nominated Commissioners and the definitive and regular functioning of the new legislative mandate after the summer break or at least in the beginning of fall. For all the above reasons, the legislative dossiers for the two Presidencies are very few, but it is true that both Greece and Italy have to represent the European Union in a very important political and historical period, if we take into consideration the big themes and the political decisions that the EU will have to tackle, since now, for its future, letâ&#x20AC;&#x2122;s think to the future banking Union, or to the budgetâ&#x20AC;&#x2122;s reform or the restructuring of the EU funds and so on.

ASECAP study on concessions. In this framework of legislative and Institutional renewal of the EU, during which also the main contents of the future EU policies will be defined, ASECAP will have to face important challenges, mainly in the second half of 2014, when the Association will have to further dvevelop its representationâ&#x20AC;&#x2122;s activities in Brussels for the tolled motorways gathered in it. And talking about concession, ASECAP is preparing right now a study aimed at analyzing the concessionâ&#x20AC;&#x2122;s system, tolling, PPPs, a study whose official presentation will take place next fall during an ad hoc event at the Brusselsâ&#x20AC;&#x2122; premises of the European Parliament. The study focuses in particular on the following elements: definition of tolled motorwaysâ&#x20AC;&#x2122; concessions, aimed at illustrating all the existing concessionsâ&#x20AC;&#x2122; systems in the ASECAP Countries, pointing particularly out the need of respecting clear and certain rules for a good functioning of the concessionsâ&#x20AC;&#x2122; systems in Europe and all over the world; analysis of the critical aspects of the concessionsâ&#x20AC;&#x2122; systems, such as risk management in case of traffic decrease due to the economic crisis, or the issue of tolling acceptance by the public opinion; drafting of ideas and recommendations aimed at facing and solving the above critical aspects; comparison and difference between tolling and tax, mainly with reference to the use of toll revenues; analysis of the future tolled concessionsâ&#x20AC;&#x2122; model.

Changes in the membership. It will be therefore very interesting, once the study will be finalized, to have at disposal a detailed picture of the 5/2014 leStrade

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Asecap 2014

41

Pedaggio, sicurezza e ITS

European motorways concessions systems, also if we take into account the changes occurred in this industry in the last years, changes that had an impact too on the ASECAP membership: just to mention some of them, last February the Spanish member ASETA has been incorporated in the Spanish Association of the National Constructionsâ&#x20AC;&#x2122; Observatory; the new entity created by this merging has been called ASETA-SEOPAN and this decision was taken in order to create a wider Association, which could interact in a more efficient and representative way with the Spanish political Institutions. Even in Greece, where the ASECAP 2014 Days take place, the National motorways concessions sector is not anymore represented by the member TEO: the Greek Government decided indeed to launch a transitional period in which the TEOâ&#x20AC;&#x2122;s activities will be taken by the concessionaire company EGNATIA ODOS, operating in the Northern Greece, with the final objective of creating an Association of the Greek motorways concessions which could replace TEO in the ASECAP membership.

The main items at stake: the need to re-think the existing concessions. This new ASECAP will then face important challenges in the 2. Un tratto dellâ&#x20AC;&#x2122;autostrada Egnatia Odos nellâ&#x20AC;&#x2122;Ovest della Grecia years to come, by following very closely the main EU subjects which 2. Egnatia Odos motorway in western Greece will be presented by the new European Union, starting from the issue - very important for our industry - of road charging and infrastructure financing: the European Commission has often expressed its intention to further promote external costs internalization for all the transportation modes and, in this perspective, it has several times announced the future presentation of a legislative proposal on road charging, an issue regarding which the European Commission is in favour of a progressive replacement of the vignettes charging systems with the distance based road charging systems, these being also the most used road charging systems in Europe.

This solution is indeed more respectful of the user/payer and polluter/payer principles and, in this framework, the European Commission believes that the road charging systems have to be considered as the most suitable tools for infrastructure financing in the future: in the infrastructure sector indeed investments are decreasing because of the crisis, as well as public resources, therefore the application of fair charging systems can represent an efficient and sustainable solution for the infrastructure development in Europe. It

The Opinion

Š Joanna Michalak

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42

English Version

Cartographie © Patrice Lannoy

seems however that for the time being the related legislative proposal will not be officially presented by the European Commission, the latter probably willing to wait the EU Institutions’ renewal and the functioning of a new European Parliament and a new Commission, this is also proven by the fact that both EU Presidencies, Greece and Italy, do not have the analysis of a similar legislative proposal in their respective semesters’ programs.

Another important issue to be dealt with is related to the need of “re-think” the structure of the existing concessions; infact the current financial crisis has made investors highly selective and investments very scarce, especially for large network infrastructures. The higher cost of capital for banks themselves is generating direct repercussions on market base interest rates and the changes to the costs and availability of credit are adversely affecting the use of project financing; today there is an ongoing effort to try to involve private capital in the financing and construction of public investments.

In this framework, our sector is called to find a balanced solution aimed at merging the need of “freezing” the tariffs’ increase, in order to “lighten” the transportation system, with the need of ensuring - at the same time to the infrastructure system the necessary resources for its development, needs which are both indispensable for boosting the economic recovery.

Which possible solutions? Certainly review the existing concessions’ economic-financial plans, with the possibility either to concentrate the resources on useful initiatives - through a selection of the really needed projects and the elimination of others which are not anymore useful, by using as well the “residual length” leverage – or the possibility of carrying out the reunification of different and contiguous road sections, thus making it possible to use the profit generating capacity of some of the road sections to continue the construction of other sections, and to ensure their continuous improvement, by guaranteeing high standards of safety and quality for the benefit of the users.

This kind of solutions are also widely evident and they have been clearly shown in several European Countries that have always believed in the

concession’s tool, first al all Spain, France and Italy.

The Athens Days. Let’s have a look to the contents of the 2014 ASECAP 3. Rete autostradale Asecap al 31/12/2013 Days: the main theme chosen for the event is “Ensuring sustainability in 3. Asecap road network (31/12/2013) times of dwindling traffic: the role of tolling”, pointing out that tolling is the most reliable and sustainable tool to guarantee an efficient management of road infrastructure for the benefit of users and citizens. During the 2014 ASECAP Days the most important and at stake issues for our sector will be discussed, such as road safety, ITS development, role of concessions systems and of tolling in the road infrastructure field, up-date on the regional project REETS on the ETC interoperability, as well as all the aspects related to the marketing and the development of new services offered by the European tolled motorways to their customers. In particular, the items chosen for the technical communications of Tuesday 27th of May, during three sessions, will be: Session 1) Tolling and concessions: what lies ahead? Session 2) Road safety and security: key aspects of a sustainable transportation system; Session 3) Deploying ITS in the real market world. Moreover, this year ASECAP wished to introduce an additional innovative session dedicated to marketing activities and to the innovative services that tolled motorways can offer to their customers: this session will present the results of an ASECAP seminar on marketing which took place last fall, by giving to some concessionaires’ experts represented in ASECAP, the possibility of presenting their projects and initiatives in the marketing field.

Global interoperability. We have also to highlight that the ASECAP Days will not only be European, but they will have a wider International relevance, with the participation of IBTTA (International Bridge, Tunnel and Turnpike Association), whose President traditionally speaks at the ASECAP Days in the welcoming session. However, this year IBTTA 2014 President Mike Heiligenstein, Executive Director of Centras Texas Regional Mobility Authority, will also take part to the final session of the ASECAP event focused on the REETS project and, more in general, on ETC interoperability. The latter is indeed a crucial issue right now in Europe and in North America, an issue on which the tolling industry attention is focused all over the world. IBTTA has a specific committee dealing with interoperability, whose main task is to assist IBTTA North American members to reach the objective aiming at realizing ETC interoperability by 2016 in North America and in Canada, according to the Federal legislative provisions included in MAP 21(Moving Ahead for Progress in the 21st Century Act), adopted in summer 2012 by the US Congress. It is interesting to note how several aspects, both technical and Institutional, of the above legislative provisions are very similar to the European ones, with the only difference related to the fact that the EU legislation for ETC interoperability, aimed at fully realizing EETS (European Electronic Tolling System), is mandatory and quite detailed, while the US legislation mainly provides guidelines that the US States have to apply, though not being compulsory.

IBTTA President will talk also about the IBTTA communication campaign aimed at promoting polling as the most efficient tool in order to guarantee the financing and the sustainable management of the road infrastructure for the benefit of the users. The campaign is addressed to the Institutions (Governments, local authorities, legislators) who are called to legislate and to present initiatives affecting road infrastructure sector, and it is addressed also to the users, to the customers, in order them to better understand the advantages coming for using tolled infrastructure, by saying that tolling has not to be considered as a pure tax, but - on the contrary - as an instrument allowing users to really verify what they are paying for and to pay only and exclusively for the use of a specific infrastructure. Moreover, the tolling campaign is not only North-American, having in fact a wider relevance, because tolling promotion is a common objective, shared by the whole tolling industry all around the world; for this reason IBTTA has also an International impact, which was fully demonstrated last year with the signature of the ASECAP-IBTTA “Joint tolling declaration”, a manifesto in which the two Associations that represent the motorways’ sector in Europe and in the world, promote together the concept of the users’ financed transportation in both continents, by explaining the reasons why they both believe that a wider application of tolling systems, through the user/payer principle, will be useful and efficient - in Europe, as well as in the US as well as in other parts of the world - both for Government, that currently do not have at disposal enough resources to finance and maintain road infrastructure, and for the users, that can see immediately the benefits coming from paying tolls for the use of a specific infrastructure.

Tolling, safety and ITS. ASECAP Athens event will be therefore rich of points for reflection and debate, rich of ideas and initiatives: during these two days, ASECAP representatives will try to offer to the participants an overall picture of those which are often defined as the fundamental three ASECAP pillars: tolling, as an instrument to ensure road infrastructure financial sustainability, safety as the absolute priority of the European motorways concessions and efficient deployment and use of ITS tools, seen as services for mobility improvement through the application and the use of intelligent and smart equipments, aimed at ensuring comfort and safety to the users, as well as at achieving the efficiency and sustainability objectives of the road transportation system. ■■ 5/2014 leStrade

44 Ampliamenti Autostradali

Il progetto di terza corsia dellâ&#x20AC;&#x2122;A22 INCREMENTARE LA SICUREZZA E MIGLIORARE LA FLUIDITĂ&#x20AC; DELLA CIRCOLAZIONE, NONCHĂ&#x2030; GLI STANDARD DEL SERVIZIO. SONO I PRINCIPALI BENEFICI CHE PORTERĂ&#x20AC; LA REALIZZAZIONE DELLA TERZA CORSIA DELLâ&#x20AC;&#x2122;AUTOBRENNERO TRA VERONA NORD E Lâ&#x20AC;&#x2122;INNESTO CON Lâ&#x20AC;&#x2122;A1. DI SEGUITO, I PARTICOLARI DI UN PROGETTO DI ADEGUAMENTO AD ALTO VALORE AGGIUNTO IN TERMINI SIA INFRASTRUTTURALI SIA DI INNOVAZIONE TECNOLOGICA AUTOSTRADALE. Carlo Costa Direttore Tecnico Generale Autostrada del Brennero SpA

Alessandro Magnago Servizio Sicurezza QualitĂ Innovazione Autostrada del Brennero SpA

Walter Pardatscher Amministratore Delegato Autostrada del Brennero SpA

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English Version

The third-lane project along the Brenner Motorway SAFETY INCREASING, TRAFFIC FLOW ENHANCING, AND SERVICE LEVELS IMPROVING WILL BE THE MAIN ADVANTAGES AFTER THE CONSTRUCTION OF THE A22 THIRD LANE. THE DETAILS OF THIS HIGH ADDEDVALUE UPGRADE PROJECT BOTH IN INFRASTRUCTURAL TERMS AND IN TERMS OF INNOVATION ARE HEREAFTER ILLUSTRATED.

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urrently the annual average daily traffic (AADT) on A22 Brenner Motorway (www.autobrennero.it) between Verona Nord and the A1 Junction amounts to 44.000 vehicles (in both directions). The percentage of HGVs is high, approximately 30%. The monthly distribution of traffic shows significant seasonal swing. Overall, considering both passenger and goods traffic, there is an increase during the summer, from June to September, of about 12-16% with respect to the yearly average. Analyses of short, medium and long term scenarios, identified respectively in years 2015, 2025 and 2035, clearly show the need to build the third lanes along the motorway from Verona Nord to the A1 Junction. Traffic simulations under various traffic evolution scenarios have shown that the current two lanes per carriageway cannot completely satisfy the demand for mobility expressed by the territory, forecasting an early and general decline in traffic flow condi tions towards levels of service that are unacceptable to users (levels of service D, E and F).

Accidents and safety. In the last ten years, the overall road Traffic Accident Rate (TAR), i.e. the ratio between the total number of accidents and the traffic expressed as the total distance travelled (n° accidents / travelled km Î 100.000.000), has decreased constantly. In 2012 the TAR value was 20.41, much lower than the Italian average (29.00). However, the accident rate for the Verona Nord-A1 Junction segment, as from 2001, remains higher than the value for the entire motorway. The project for the third lane from Verona Nord to the A1 Junction includes widening the emergency lane from 2.50 m, as it is now, to 3.50 m. This will provide an emergency lane of width sufficient to offer greater safety for stopped vehicles in the 5/2014 leStrade

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1. Tasso di incidentalitĂ sullâ&#x20AC;&#x2122;Autostrada del Brennero 2. Tassi di incidentalitĂ nel periodo precedente e successivo allâ&#x20AC;&#x2122;allargamento dellâ&#x20AC;&#x2122;emergenza 3. Spartitraffico erboso nel tratto Verona Nord-A1 4a, 4b. Sezione trasversale attuale e con terza corsia 1. Accident rate on the Brenner Motorway

D

E

2. Accident rates between Trento Centre and Rovereto Nord, and between Rovereto Nord and Sud, before and after widening the emergency lanes 3. Grass median along the A22 segment Verona Nord-A1 4a, 4b. Current and future cross section

case of a breakdown, with a free space of at least 1 m, and will also allow use, if needed, of the emergency lane for transit in case of other emergency situations (accidents, access for rescue vehicles etc). We mention here some data deriving from accident analyses carried out for the Brenner motorway sections Trento Centre-Rovereto Nord and Rovereto Nord-Rovereto Sud, where, in view of testing the â&#x20AC;&#x153;dynamic laneâ&#x20AC;? measure introducing temporary use of the emergency lane for transit, this lane was widened to 3.50 m (from the earlier width of 2.50 m) as from 2004. In particular, the accident rates recorded during the seven-year period after widening the emergency lanes (2005-2011) were compared with those of the seven years before (1998-2004). The analysis showed how in the 7 years after widening the lanes, the reductions in the accident rate on these segments (â&#x2C6;&#x2019;59.5% and â&#x2C6;&#x2019;48.0%) were greater than those recorded over the entire Brenner Motorway (â&#x2C6;&#x2019;42.1%) and the Italian national average (â&#x2C6;&#x2019;30.2%).

The analysis also shows how the accident rate dropped more during the hours of greater traffic (6.00-14.00 and 14.00-22.00), and hence of greater

Asecap 2014

45

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Interventi infrastrutturali per la sicurezza degli utenti Piazzole per la sosta di emergenza

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vehicle density, than during the night (22.00-6.00). An analysis of the types of accident showed a substantial decrease in accidents between vehicles (â&#x2C6;&#x2019;45%) and in self-caused impacts against fixed structures (â&#x2C6;&#x2019;28%). Analyses carried out with respect to the sites of the accidents showed a considerable decrease in those occurring in the emergency lane (â&#x2C6;&#x2019;81%), in the transit lane (â&#x2C6;&#x2019;40%), in the overtaking lane (â&#x2C6;&#x2019;20%) and in the escarpment (â&#x2C6;&#x2019;91%). Self-caused accidents against side and central barriers remained substantially constant. Another risk factor between Verona Nord and the A1 Junction is represented by the grass area between the two carriageways: due to the driverâ&#x20AC;&#x2122;s distraction or falling asleep, vehicles in the overtaking lane can invade the grassy area, risking overturn when the driver attempts to return to the carriageway. The third-lane project foresees that the grass traffic divider will be paved, consequently totally eliminating this risk factor, with an intrinsic increase in the safety level.

Infrastructural measures for user safety Emergency lane lay-bys. The lay-bys along the emergency lane of the motorway sections concerned by the project are sited at 1 km intervals between Verona Nord and Nogarole Rocca and at intervals of 1.5 km along the remainder of the route to the A1 Junction. To guarantee greater safety for users in transit and for all those who work along the road - assisting traffic, inspecting structures, carrying out maintenance - the third lane widening project includes a reduction of the distance between lay-bys to approximately 500 m over the entire road segment. In particular, between km 223 and km 314, the project foresees the new construction or the rebuild of 202 lay-bys (103 along the southbound carriageway and 99 along the northbound one). The lay-bys, of dimensions 4.00 x 30.00 m, will be linked to the emergency lane, for entry and exit, through variable-width transition ramps, each of length 50 m. The lay-bys will be equipped with adequate safety barriers, type H3 or H4b, according to the hazard level

of the road section. At each lay-by there will be an SOS call box.

5. Barriere di sicurezza tipo H3 bordo laterale e H4b bordo ponte 6. Esempio di analisi tempo reale dei profili veicoli rilevati da videoprocessing 7. Attuale impianto di segnalazione in caso di nebbia in spartitraffico erboso

5. Safety barriers types H3 roadside and H4b bridge side 6. Example of real time analysis of traffic profiles as detected by video processing 7. Current fog warning system on the central grass reserve 5/2014 leStrade

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Merge ramps. To increase safety between Verona Nord and the A1 Junction, the third-lane project allows for an increase in the dimensions of the deceleration and acceleration ramps entering and exiting the service station areas along this segment. 33 such ramps will be modified, with a total length of 9300 m, increasing ramp width to 4.50 m along the acceleration/deceleration sections and increasing the lengths compatibly with the constraints existing along the motorway. To complete the widening project, adequate safety barriers types H3 or H4b will be installed, according to the hazard levels at specific areas.

Safety barriers. The project foresees replacement of all safety barriers, both at the side of the road and also in the central divider, with modern support systems that can reach the highest safety standards. In particular, the new safety barriers designed, developed and tested by Autostrada del Brennero SpA have been subjected to all of the crash tests foreseen by current pertinent Italian and European regulations (UNI EN 1317-1 and 2) for barriers in Classes H3 and H4, characterised by a very high level of containment and so suited to installation along high-risk road sections. The tests have shown the excellent behaviour of the safety barriers â&#x20AC;&#x153;Type Autobrenneroâ&#x20AC;?, in terms of energy absorption capacity, vehicle containment and deformability; and this both when struck by light vehicles (cars) and also in the case of accidents to heavy vehicles (16 t truck or 38 t trailer truck). These barriers as foreseen in the project also have the CE certificate of conformity as to standard UNI EN 1317-5, obligatory since 2011. Further, and in order to guarantee greater durability in time, the new safety barriers will be in weathering steel (as to UNI EN 10025-5), commercially known under the name of Corten steel: a high-quality, high-strength alloy (iron, carbon, manganese, silicon, phosphorus, sulphur, nickel, chrome and copper) which, exposed to the atmosphere, oxidises forming a protective surface layer. This patina, a compact and strong form of rust, protects the steel below from future corrosion advance and also has a colour that well agrees with the environment, allowing good insertion of the safety barriers in the surrounding landscape.

Technological systems for user safety Fog warning system. In order to guarantee adequate visual comfort in the case of fog we must provide drivers with optical systems that can guide them and make it easier to follow the direction of the road and to identify the limits and any obstacles in carriageways as well as the presence of danger points on bends. During the motorway widening measure, we plan to install from Verona Nord to the A1 Junction, on both

Asecap 2014

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English Version

D

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Impianto meteo

Sistema di videosorveglianza

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the central and side barriers, a system of fog lamps. These will incorporate a series of motorway guide markers spaced at 25 m, where as well as normal catâ&#x20AC;&#x2122;s eye reflectors there will be Led lights that switch on when visibility in fog falls below a set limit, offering a luminous guide in very low visibility conditions. The system can be switched to flashing mode if there is any blocked traffic (due to accidents or obstacles) to warn travellers of the hazard ahead; all with considerable safety advantages.

Weather system. The project includes the installation of fixed weather stations along the 90 km of the artery. The system has two major purposes: â&#x20AC;˘ Transmission to the Control Centre of the various weather parameters locally detected by sensor systems: this offers real-time knowledge of weather and road surface conditions and hence allows to activate hazard prevention procedures (luminous board messages, deployment of maintenance personnel etc); â&#x20AC;˘ Transmission of data to the regional Weather Services to allow weather forecasting for the next 24 hours.

The weather stations will also provide a set of alarm messages for effective planning of winter operations.

CCTV. It is of fundamental importance that the personnel at the Control Centre is able to see what is happening at critical points along the motorway. This in particular at areas where there is a greater probability of situations such as slow downs, accidents, tailbacks (on acceleration and deceleration ramps, at toll gates, at junctions with other roads and so on). A TV monitoring station is foreseen, with fixed video cameras for the AID system and also panning cameras. The video monitoring system will also cover the toll gates, the Service Stations and the Control Centre, where the central systems such as the servers and video matrix, as well as the supervision centre, will be placed.

Automatic incident detection system (AID). The automatic detection system (AID - Automatic Incident Detection) for traffic accidents includes special video devices that, associated with algorithms for video image handling, allow vehicle localisation and tracking, detecting any anomalies caused by accidents, slow down or stops due to breakdowns. The system can quickly alert the Control Centre, identifying the position of the detected problem on the monitors, allowing immediate data visualisation and deploying the emergency lane supervision system and appropriate procedures, such as luminous messages to users and calls to the emergency and rescue services.

8. Sistema contromano e censimento statistico installato sulle Aree di Servizio 9. Sistema di gestione dei Pannelli a Messaggio Variabile 10. Portale con Pannello a Messaggio Variabile in itinere e sulla viabilitĂ ordinaria

8. Wrong direction and statistical counting systems at Service Stations 9. Variable Message Panel management system 10. PMV Portal along the route and on other roads

D 5/2014 leStrade

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Wrong-way driving at service stations. Installation of an AID system is foreseen at service areas too. The systems detect any vehicles travelling in the wrong direction along the station entry ramp. ADR Monitoring - hazardous goods. An automatic recognition and tracking system will be installed for vehicles that carry hazardous goods. The proposed monitoring system will be designed to detect such vehicles at entry to and exit from the motorway, and also to detect their presence when parked at Service Stations. The project is based on identification of the areas to be monitored by special video cameras that detect the characteristics of the goods carried by acquiring the codes shown on the specific signboards. Management of the system by the Control Centre will allow acquisition of data on hazardous goods transit at control gates (number plate, goods codes, hazard codes, date, time, detection of any violations, time band, zone etc), detection of goods in zones or routes that are unjustified as there are no sites to be supplied, working out of historical statistics on the transit of hazardous goods, equipment diagnostics, alarms, site-referenced visualisation of transits, alarm signalisation, activation of video surveillance, signalling and activating rapid action services and of specific procedures.

User information systems. The effectiveness of information is to be considered a key safety factor. To inform travellers as to hazards, traffic conditions, weather situation and driving regulations is a direct way of interacting with and assisting road users. The methods that will be used for information communication to users are: by telephone - Call Centre; Internet, Totem, Mobile, Travel Assistant; radio; TMC (Traffic Message Channel); traffic bulletins; variable message panels; warning systems with luminous driving guidance systems.

Variable Message Panels (PMV). We foresee the installation of variable message panels (PMV), having differing characteristics according to the site and to the information content to be provided, for the flexible and variable management of user information, to allow targeted information distribution. The user information will be intuitive and instantly understandable, with wide use of high resolution graphic panels (2800 pixel/m²) to visualise pictograms. The PMVs will employ high visibility Led technology so that the messages will be clearly visible and readable, even with the sun low on the horizon, i.e. against the light, when visibility conditions are at their worst.

The panels will be evenly distributed, covering all access roads to the motorway and all the single road sections between service areas and junctions. All panels can be controlled and managed from the Control Centre using specific software installed on the operator termi-

Asecap 2014

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Conclusioni

English Version

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40.000

35.000

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30.000 25.000 20.000 15.000 10.000 5.000

2014 2013 % 2014/2013

Gennaio

Febbraio

Marzo

Aprile*

Totale*

32.662 31.785 + 2,76

33.066 31.657 + 4,45

34.578 34.481 + 0,28

36.710 34.138 + 7,53

34.263 33.040 + 3,70

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nal in the control room. This system will allow manual control of the PMV and the implementation of programmable and/or semiautomatic mechanisms (e.g. sequences needed for opening and closing to traffic the emergency lanes). Along the motorway and at junctions with other roads there will be portals with PMVs via which information of a general character can be provided, such as circulation problems, weather events, service information, traffic re-routing messages, data on travel times, safety and courtesy messages and any information or education campaigns.

Conclusions. Construction of the third lane along the Brenner Motorway in northern Italy, from Verona Nord to the Junction with motorway A1 will offer many benefits, in terms of vehicle traffic capacity, quality of circulation and improvement in safety. The increase in traffic flow capacity guaranteed by the projected third lane will allow full satisfaction of the travel demand expressed by the territory at the various analytical forecast horizons. With reference to the quality of the service offered to users, simulations have shown how, in the presence of a third lane, short and medium term traffic conditions will always remain within Service Level C, lapsing to Service Level D in the long term only during 0.6% of daily duty. An improvement of service levels on this motorway segment also has evident advantages in safety levels. During construction of the third lanes, the emergency lanes will also be widened from 2.5 as of now to 3.5 m, and this too will contribute to safety. An emergency lane of this width ensures that in the case of a breakdown a vehicle can stop with greater safety, with at least an extra metre of space, and also allows the use of this lane for transit under other emergency situations (accidents, for rescue vehicles and so on).

Accident analyses referring to other segments of the Brenner Motorway have been made. Here, experimenting the â&#x20AC;&#x153;dynamic laneâ&#x20AC;? proposal, i.e. the temporary use of the emergency lane for transit, the emergency lanes were widened to 3.50 m (from 2.50 m) already in 2004 and substantial reductions in overall accident rates were seen (50-60%) as also in the number of accidents involving specific types and sites (81% on the emergency lanes, 40% on transit lanes), confirming the safety benefits that a wider emergency lane offers, and that can also be obtained on the motorway segment from Verona North to the A1 Junction. Action to improve safety along the motorway where the third lane will be built will also include a number of other projects. These include infrastructural measures as also alarm and control systems and user information systems. â&#x2013; â&#x2013;

* Dati provvisori Fonte: Servizio Esazione

11. Traffico Brennero-Modena: raffronto mensile veicoli teorici medi giornalieri 2014/2013 12. Esempio di canale multimediale per lâ&#x20AC;&#x2122;informazione allâ&#x20AC;&#x2122;utenza

11. Brenner-Modena traffic: daily average theoretical number of vehicles - monthly comparison chart 2014/2013 12. Example of multimedia user information channel 5/2014 leStrade

w w w. a u t ov i e . i t

skilled professionals 260 to keep you

travelling safely 365 days a year 16 T raf fi c C ont r ol Cent er oper a t or s , 8 ETC Con t r ol Room oper a t or s , 32 t raf fi c offi cer s , a 26-per s on Em er gen cy Ma i nt ena nce Cr ew and 28 p l a n t s uper v i s or s , 15 0 t oll boot h a t t end a n t s .

A small but hi ghl y effi ci en t a r m y whos e m a i n goa l i s t o g u ar an te e mot orwa y s a fet y .

Hig h level of exper t i s e, s peed y d eci s i on-m a k i n g, or ga n is atio n al s kills an d f lex ibilit y ; t hes e a r e t he qu a l i t i es t ha t t y pi fy A ut ov i e V e n e te ’s s taf f .

Add t o thi s a r em a r k a bl e hum a n ener gy .

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89 24 89 Traffic Info - (premium rate helpline) www.autovie.it w e b s i t e - road conditions – webcam – maps – customer service

52 Nodo di Ivrea

Viadotto laboratorio

English Version

Innovative solutions for the Marchetti Viaduct FROM THE FLOOD IN 2000 TO AN ADVANCED ENGINEERING INFRASTRUCTURAL SOLUTION DEVELOPED TO MAKE THE MOTORWAY LINK ROAD IN THE AREA OF IVREA SAFE. FOCUS ON THE INNOVATIVE SOLUTIONS OF THE NEW “MARCHETTI VIADUCT”: FROM WIND ASSESSMENT TO THE NATURAL VENTILATION SYSTEM.

T

he need to create a new “Marchetti Viaduct”, on the A4/5 Ivrea-Santhià motorway link became necessary following the floods in October 2000, when an exceptional rise in the level of the Dora Baltea caused the flooding of extensive urban areas and extremely severe damage to the road, motorway and railway infrastructures in the area corresponding to the so-called “Ivrea hydraulic intersection node”. On that occasion, a large portion of the A4/5 Ivrea-Santhià motorway link, at the junction with the A5 Torino-Ivrea-Quincinetto and close to Borgata Marchetti, was completely swept away by the mass of water which, after overflowing from the River Dora Baltea and swamping a stretch of the A5 north-west of Ivrea, tumultuously flowed along the bed of the Ribes and smashed into the motorway link next to a modest construction which was unable to cope with such a catastrophic event.

In the wake of the event, it was immediately clear that something in the lay of the land had changed. In fact, as summarised by the River Basin Authorities commenting on what had happened: “We were faced with intense but not exceptional rainfall which caused the hydrographical system to overflow, to a much greater extent than during similar conditions in the past”. After the crisis in 2000, the River Basin Authorities decided to redefine the delimitation of the alluvial plains.

All the information available acknowledges the emergence of a new situation, determined by a combination of two factors: • the increased intensity and frequency of critical weather conditions; • the hydraulic regulation of the stretch of the Dora Baltea and its tributaries in Valle d’Aosta.

5/2014 leStrade

Giovanni Ossola Presidente ATIVA

1. Rendering del nuovo Viadotto Marchetti, oggi in costruzione 2. Localizzazione dellâ&#x20AC;&#x2122;intervento 3. Danni dellâ&#x20AC;&#x2122;alluvione del 2000

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1. Rendering of the new Marchetti Viaduct under construction 2. Construction works location 3. Damages caused by the flood in 2000

Contribution to the article has been given by ATIVA Engineering that is in charge of the construction site management and that carried out the road design in cooperation with prof. P. Pistoletti.

DALLâ&#x20AC;&#x2122;ALLUVIONE DEL 2000 A UNA SOLUZIONE INFRASTRUTTURALE DI INGEGNERIA AVANZATA SVILUPPATA PER METTERE IN SICUREZZA IL NODO DELLA BRETELLA AUTOSTRADALE CHE GRAVITA INTORNO A IVREA. FOCUS SULLE INNOVAZIONI DEL NUOVO â&#x20AC;&#x153;VIADOTTO MARCHETTIâ&#x20AC;?: DALLA CARATTERIZZAZIONE DEL VENTO ALLâ&#x20AC;&#x2122;IMPIANTO DI VENTILAZIONE NATURALE.

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In August 2002, a new delimitation of the alluvial plains was drawn up, using as reference a flood that, with a return period of 200 years, was assessed somewhere around 2800 m3/s at the Tavagnasco section on the Dora Baltea. This provision was communicated to all the parties concerned.

ATIVA SpA (www.ativa.it), the company that holds the license for operation of the A5 Torino-Ivrea-Quincinetto motorway and the A4/5 Ivrea-SanthiĂ link, and an addressee of the communication issued by the River Basin Authorities, had to cope with much more catastrophic situations than those imagined at the time of construction on the basis of the historical data available at the time. Consequently, it was not possible to intervene on stretches of the motorway that had been destroyed â&#x20AC;&#x153;merelyâ&#x20AC;? by rebuilding the motorway and restoring it to its previous status. It was necessary to carry out specific studies in order to find out whether the layout of the existing motorway structures was suited to the new situation portrayed by the River Basin Authorities, and what steps could and had to be taken in order to make the stretches of motorway affected by the new alluvial basins safe.

This concern was consequential

to two important factors:

Asecap 2014

53

54

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â&#x20AC;˘ the need to intervene on an important international motorway providing access to and from France, for which Ativa has to guarantee efficiency and functionality; â&#x20AC;˘ the need to reduce the current hydraulic risk.

The new delimitation of the alluvial plains along the Ivrea hydraulic intersection node highlighted a forecast of total collapse of the motorway system north, west and south of Ivrea in the event of floods with a flow capacity of approximately 2,800 m3/s. Analysis of these problems led to the drawing up of an extensive hydraulic adaptation project for the link between the Ivrea-SanthiĂ bypass and the A5 Torino-Ivrea motorway. This project envisages operations, along an entire stretch of about 10 km, intended to raise the level of the motorway and adapt the existing crossings in order to guarantee the minimum safety clearance.

For the stretch of the Ivrea-SanthiĂ link in particular, which had been demolished by the flood, the analysis led to provisions for replacement of the stretch of motorway and of the 12-metre span bridge that previously existed near Borgata Marchetti, with the construction of a viaduct called the â&#x20AC;&#x153;Marchetti Viaductâ&#x20AC;? - with an overall span of 250 metres and a height that would allow the free flow of water from the Dora Baltea converging into the paleochannel of the Ribes in the event of flooding. In relation to this announcement, the construction of the â&#x20AC;&#x153;Marchetti Viaductâ&#x20AC;? represents a first operational lot in the series of operations planned to reduce interference between the alluvial plains of the Ivrea hydraulic intersection node and the A5 Torino-Quincinetto and A4/A5 Ivrea-SanthiĂ motorways. The construction of this first operational lot will help the local reduction (as far as the construction of the viaduct can help in terms of water levels) of the risk relating to Borgata Marchetti and, with regard to the raised stretch only, will improve the safety of the access routes.

The motorway will be considered safe only when all the operations of the project to reorganise the Ivrea hydraulic intersection node have been completed. The combination of these operations will ensure the stability of the motorway system and guarantee efficiency even in the case of events close to the flood threshold of 2,800 m3/s, envisaged in the delimitation of the new alluvial plains.

The project envisages the construction of a stretch of motorway on a viaduct measuring 250 metres, including the operations needed to adapt the stretches of access to the viaduct. This operation does not change the type of motorway link, which retains the same features, and does not change the working conditions (type and intensity of traffic). In the project layout, the new viaduct will guarantee better road safety and will allow a better regulation of vehicle traffic flows than what is currently guaranteed by the existing temporary configuration. From the localisation viewpoint, the work planned will be adjacent to the existing temporary motorway carriageway. The need to build a single-span viaduct narrowed down the choice to just a few design solutions, so an arched bridge has been envisaged, built to a prestigious design and in a light grey

4. Construction product section 5/2014 leStrade

Descrizione dellâ&#x20AC;&#x2122;intervento

4. Sezione del manufatto autostradale

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colour to put it into a better context within the surrounding visual cone.

The viaduct is made with a single-arch bridge with the road running at low level, with a span of 250 m. The roadway, which is suspended from the arch by suspension hangers, comprises two motorway carriageways, each 14.5 m wide, plus two hard shoulders measuring 1.35 m and 1.70 m wide, for a total of 17.55 m in each direction of travel. The metal arch, positioned above the underlying roadway, consists of a trapezoid body with a constant section (3.5 m high, 5.9 m major base and 3.9 m minor base), locked into the roadway at the shoulders via two triangular bases.

The roadway consists of the central chain girder, transversal beams positioned orthogonally to it, spaced 8 m apart and of the 20 cm thick reinforced concrete floor cast onto metallic pre-stressed slabs in a thickness of 4+1 mm welded to the oars. The need to use metal cupels is due to two reasons: â&#x20AC;¢ to increase staff safety as much as possible during the launch phase; â&#x20AC;¢ to reduce subjection to motorway traffic during assembly.

The metal pans can be launched along with the main structures of the bridge. This makes it possible to obtain a roadway that can be used entirely also during work in progress, with evident benefits for the safety of inspection staff. Moreover, the simultaneous launch with that of the main structures, which are already practically complete, will prevent the need to rely on motorway traffic, as it will not be necessary to use a crane on that side of the roadway.

The chain girder consists of a trapezoid body (6.85 m high, 6 m ma-

Asecap 2014

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Galleria del vento

English Version

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jor base and 3.9 m minor base) the summit of which is above the roadway, protecting the cable connections from possible damage caused accidentally by moving vehicles.

The body, in line with the transversal diaphragms, is suspended from the arch on hangers and fastened to each shoulder with multi-directional supports with a single vertical connection installed with a distance between centres of 13 m in line with the supporting crosspieces. In the centre is a one-way guide with a break-out spine to balance the load in crosswinds.

The twenty six suspension hangers will be made of parallel cable strands with four layers of protection against corrosion. Particularly interesting is the use of S460 thermo-mechanical steel, which offers higher performance than the more common S355 steel. The higher quality of S460 steel consists not only in the better mechanical features but also in the greater flexibility, due to the fact that it is thermo-mechanical and

5/2014 leStrade

5. Stazioni meteo coinvolte nel progetto di caratterizzazione del vento 6, 7, 8. Componenti dellâ&#x20AC;&#x2122;avanzato sistema di ventilazione naturale del viadotto

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fine textured, with consequent benefits in terms of welding and durability. Another advantage is the consequent reduction of the amount of

5. Weather Stations involved in the wind assessment project 6, 7, 8. Components of the Viaduct advanced natural ventilation system

structural steel and therefore in weight. This has made it possible to optimise the pilings of the shoulder foundations, diminishing the loads on the piles. The erection/launch of the structure also benefits from this reduction, in that there will be less weight to move.

Given the complexity of the work, studies have been carried out in a wind tunnel to assess the equivalent static forces applied to the arch and to analyse the dynamic behaviour of the structure. These tests were carried out by the Department of Construction Engineering, the Environment and the Territory (Dipartimento di Ingegneria delle Costruzioni, dellâ&#x20AC;&#x2122;Ambiente e del Territorio - DICAT) of the University of Genoa. The first step was the characterisation of the wind. Using the data collected by the Milan Malpensa, Novara Cameri and Turin Caselle weather stations over a period of about 50 years, speeds relating to different wind directions were calculated. Comparing the data obtained with the requirements contained in Italian legislation, we saw that the average wind speed considered in the project was slightly higher than that indicated for an adirectional wind blowing from north. It is much lower for a wind blowing from south at heights of more than 10 m. Subsequently, testing a roadway section model, the drag, lift and momentum coefficients were assessed in order to calculate the equivalent static forces. The load value yields were applied to the calculus model to carry out the appropriate tests on the resistance and stability of the main elements.

For the load-bearing components of the viaduct, made with closed steel bodies, a natural ventilation system was envisaged. This is a highly innovative application, used for the first time in a metal bridge and proposed by Bovema Italia. It is a new solution to a well-known problem.

There is historical knowledge of the fact that one of the most critical issues in metal structures of this kind consists in the accumulation of condensation inside the girders, due to the thermal and hygrometric imbalance between the air contained in the girders and the air outside. Consequently, it was of fundamental importance to find a way of preventing the formation of condensation and the subsequent corrosion of the steel in order to extend the useful life of the object for as long as possible. The solution proposed was studied in order to make the best possible use of the geometric and structural conformation of the viaduct; an operation designed as part of the design/construction of the metallic structural carpentry. The whole system was sized to ensure that the speed of the removal of excess water vapour would prevent the formation of condensation on the inner walls under normal working conditions or at least to allow its swift removal to minimise corrosion.

The natural ventilation system comprises the following elements: â&#x20AC;˘ 13 natural vents made of nautical aluminium, for the constant extraction of air from inside the chain girder, and eight performing a similar job along the arch, installed along the whole upper band. For each one, round holes are envisaged to supply the minimum surface calculated to extract the air from inside.

Asecap 2014

57

58

English Version

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â&#x20AC;˘ a system of 22 groups of four round holes arranged in line, on the lower band of the chain girder, to allow the entrance of fresh air. A system of four groups of three round holes arranged in a square on the side walls of the arch where it joins with the chain girder, to allow the entrance of fresh air. To prevent the lateral entrance of rainwater, the round holes will be covered by louvers. â&#x20AC;˘ a grating measuring approximately 1000 x 1000 mm housed in each of the two service entrance doors at the two ends of the chain girder, to provide an additional fresh air entrance for the ventilation of the arch.

Bird guards are fitted in each of the openings envisaged.

The ventilation system in question does not have moving mechanical parts to pressurise the air inside the girders. All air movements will be generated by the thermodynamic values naturally present inside and around the volumes considered. Thermo-convection will force hot air upwards. Large amounts of air and hot vapours are disposed of through natural vents. The system works without consuming energy. Ventilation is accentuated by the windâ&#x20AC;&#x2122;s action on the cover. The modular self-supporting structure easily covers the holes in the roof.

The forecasts assume natural laminar movements. Even in the worst conditions for the chain girder, with an air uptake height of just 7.6 m, at least 1.6 volumetric air changes an hour are guaranteed. It is considered that this hourly capacity, combined with a normal painting cycle, can prevent corrosion triggered by condensation in the internal volumes. This forecast is backed up by the fact that the system presents self-regulating characteristics. In the warm season, when the atmospheric humidity is higher, the volumetric rate of exchange exceeds two volumes an hour.

Higher performances are envisaged in the arch. This is due mainly to the fact that the air uptake height is much higher. However, this rate of exchange is considered adequate, taking into account the finer section and the presence of the ladders inside. Under these conditions, their air flow is choked and, in certain cases, might not locally conserve the laminar characteristics.

The forecast quantity of water vapour removed per unit of time has been calculated, considering a guaranteed average rate of exchange, in relation to the change in air density and the quantity of water vapour corresponding to the dew point. The system also confirms its self-regulating characteristic with the forecast water vapour capacity, in that the higher extraction capacity corresponds to the warm season, when the air saturation point is higher.

These innovative technical solutions have been implemented in order to ensure that the Marchetti Viaduct will have adequate operational characteristics, solidity and durability. Not only does it have to span the riverbed of the Ribes - a usually small watercourse for which a 250-metre viaduct might seem somewhat oversized - it also has to guarantee the vehicle passage and safety of the motorway if exceptional weather conditions transform the modest stream into a raging river, as happened during the floods of 2000. â&#x2013; â&#x2013; 5/2014 leStrade

60

Grandi Opere

Nuovo ponte sul fiume Piave

English Version

The new Bridge over the river Piave THE NEW BRIDGE OVER THE RIVER PIAVE IS MADE UP OF TWO SEPARATE VIADUCTS AND CAN BE CONSIDERED AS ONE OF THE MOST COMPLEX ENGINEERING STRUCTURES OF THE “THIRD LANE WIDENING PROJECT” (LOT ONE) ON THE A4 MOTORWAY NETWORK. SIX SECONDS AND 320 EXPLOSIVE CHARGES TO IMPLODE THE OLD VIADUCT.

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few seconds, a close series of dull thuds, a thick cloud of smoke and the old bridge over the River Piave has collapsed into itself, lying on the river bed. The piers and the beams one above the other, in a perfect domino effect, and the slab at the top. Three hundred and twenty explosive charges have been placed in the holes drilled in the 13 piers and in the beam so as to disintegrate the concrete and implode the structure. Behind these few moments, a long preparatory work, started at dawn and continued for an entire day, which has involved more than 100

5/2014 leStrade

COSTITUITO DA DUE VIADOTTI SEPARATI, CON IL PRIMO GIĂ&#x20AC; COSTRUITO, Ă&#x2C6; UNA DELLE OPERE PIĂ&#x2122; COMPLESSE TRA QUELLE COMPRESE NEL PRIMO LOTTO DELLA TERZA CORSIA DELLâ&#x20AC;&#x2122;AUTOSTRADA A4 VENEZIA-TRIESTE. ANDRĂ&#x20AC; A SOSTITUIRE LA VECCHIA STRUTTURA, PER IL CUI ABBATTIMENTO CI SONO VOLUTI APPENA SEI SECONDI E BEN 320 CARICHE DI ESPLOSIVO. TRA LE SFIDE COSTRUTTIVE, LE FONDAZIONI DELLE PILE DEI MANUFATTI REALIZZATE IN GOLENA.

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Raffaella Mestroni Autovie Venete

1. Attraverso il Piave con due nuovi manufatti, di cui uno giĂ costruito 2, 3. Demolizione del vecchio ponte 1. Crossing the River Piave with two new viaducts, one of which is already built 2, 3. Demolition of the old bridge

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people. In addition to Autovie Veneteâ&#x20AC;&#x2122;s (www.autovie.it) staff (which has handled the closure of the A4 motorway), the contractors engaged in the construction of a third lane on the Quarto Dâ&#x20AC;&#x2122;Altino-San DonĂ di Piave motorway section, police patrols and the engineers from the demolition company Tecnomine, about fifty people have been involved so as to guarantee safety (Civil Protection operators; employees of the participating companies). The entire area surrounding the worksite has carefully been patrolled as early as one hour before the start of operations. At 10 P.M.

the motorway has been closed, at 10:30 P.M. the site clearance has been completed (i.e. the managing of traffic outflow), at 23:06 P.M. the agreed signal: three green bengal fires have cut through the sky. A minute later the first pier has collapsed and, in turn and in a couple of seconds, so have the other piers. Far longer has been the time needed for the dust cloud to dissolve: once faded away, there has emerged the new viaduct.

Asecap 2014

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English Version

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4. Al lavoro per la realizzazione della soletta 5. Armatura delle pile

6. Veduta area sulla terza corsia della Venezia-Trieste in realizzazione

The New Infrastructure. The new bridge over the River Piave is the ultimate engineering structure of the â&#x20AC;&#x153;Third Lane Widening Projectâ&#x20AC;? (Lot One) on the Quarto Dâ&#x20AC;&#x2122;Altino-San DonĂ di Piave motorway section. The infrastructure is made up of two separate composite viaducts (the first of these has already been built, while the second is under construction), one for each carriageway. The viaduct in the Trieste direction (a 7-span structure) is 672m long, while the other, in the Milan direction, is 740m long and has 8 spans. The carriageway width is about 20m, since it is designed to accommodate future new lanes. As the bridge is likely to be affected by water events, in the design phase the focus has been on the interaction between waterway design and bridge piers. This is to minimise the detrimental effects of flood waters. In order to investigate the flow behaviour of water and its effect on the bridge piers, a collaborative study involving the University of Trieste has been carried out. This has led to the construction of a physical scale model of the construction site, which has enabled a number of water behaviour simulations. The complexity of the construction process is mainly due to the fact that pile foundations are built on floodplains, so construction works are carried out without touching the river. Piling requires extreme accuracy, since piles are placed adjacent to one another and must have a perfect vertical alignment. Pile foundations have been constructed by the Cesena-based Trevi Group, a global leader in underground engineering for specialised foundations, according to the TDDT (Trevi Directional Drilling Technology) System. The above technique enables the execution of horizontal directional drilling operations and guarantees a perfect vertical alignment of piles. Given that each bridge pier is supported by a group of 8 foundation piles, the process involves the drilling of small-diameter deep holes corresponding to four of the eight piles so as to minimise any vertical deviation. As to the other four piles (the so-called â&#x20AC;&#x153;secondaryâ&#x20AC;? piles), a traditional drilling technique is preferred. In other words, each bridge pier is supported by an understructure which consists of 8 tangential piles 1.5m in diameter, about 75m deep, and a reinforced concrete plinth beam 5.6m in diameter and 3m in height. The plinth beam connects the head of foundation piles to the toe of bridge piers. The approved solution allows the performance of construction activities at the floodplain, thus avoiding the need for any further temporary structure.

The Third Lane Widening Project. The road to (and from) New Europe runs across the Friuli Venezia Giulia. A road axis that can be considered as an integral part of the Mediterranean Corridor (the former Pan-European Corridor V) and is literally overwhelmed by heavy goods vehicles. The Friuli Venezia Giulia Region, in fact, is particularly subject to freight traffic coming from Central-Eastern Europe. The Trieste and Gorizia border crossing points are the gateway to Italy, through which traffic flows are distributed in all directions. There is more. The dock 7 at the Port of Trieste receives the trucks carried by the ships coming from Turkey, which, once landed, head for their destinations in Italy, Austria and Germany. Heavy goods traffic volumes on the A4 (a motorway network built in the 1960s) have reached levels that would have been unimaginable only a few years ago. It is, therefore, essential to add a third lane. With the appointment of a Special Commissioner by

4. Construction of the slab 5. Reinforcement of bridge piers 6. Aerial view of the third lane widening works on the Venice-Trieste motorway 5/2014 leStrade

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the Italian Government, the project has finally started. It involves the construction of a third lane along the A4 motorway from Venice to Trieste. This is a length of about 95 kilometres, 55 of which in Veneto and 40 in Friuli. The widening project is divided into four lots. In Lot One the work is from Quarto Dâ&#x20AC;&#x2122;Altino to San DonĂ di Piave, for a total of 18.5 kilometres. Lot One also includes the new Meolo toll plaza, which has already been built. As to Lot Two, the work is from San DonĂ di Piave to Alvisopoli, for a total of 33 kilometres. In Lot Three the work is from the new bridge over the River Tagliamento to Gonars, for a total of 25 kilometres. Lot Four includes the widening work on the Gonars-Villesse motorway section (a total of 17 kilometres) and the new Palmanova Junction.

Lot One. The widening works on the Quarto Dâ&#x20AC;&#x2122;Altino-San DonĂ di Piave motorway section (Lot One) are particularly complex. This is due to the presence of several existing infrastructures: 40 fiber optic facilities; telephone lines; 65 power lines; 41 aqueducts and water pipes; 9 sewers; 22 oil and gas pipelines. As many as five rivers to cross: the Sile, the Musestre, the Vallio, the Meolo and the Piave.

Nine overpasses and 4 underpasses. All of this in a highly urbanised area having complex hydraulic characteristics. The project requires a total investment of â&#x201A;Ź 427.4 million (cost of expropriations: â&#x201A;Ź 34 million). General Contractor is ATI, which includes Impregilo-Salini SpA (Representative), Impresa di Costruzioni Ing. E. Mantovani SpA, Consorzio Veneto Cooperativo Scpa, So.Co.Stra.Mo Srl and Carron Cav. Angelo SpA. â&#x2013; â&#x2013;

Asecap 2014

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64 Gestione del Controllo

BMS a misura di autostrada APPROFONDIAMO GLI SVILUPPI DI SIOS, IL “SISTEMA ISPETTIVO OPERE SINECO” MESSO A PUNTO E IMPLEMENTATO DALLA SOCIETÀ E ALLA BASE DI UN CAMBIO RADICALE DEL CONCETTO DI MANUTENZIONE: NON PIÙ SOLTANTO RIPARAZIONE, MA COMPLESSO SISTEMA DI GESTIONE PROGRAMMATA DELLE OPERE ORIENTATA ALLA PREVENZIONE E ALL’ADEGUAMENTO A NUOVI STANDARD. SOTTO I RIFLETTORI, LA CORRELAZIONE DI SIOS CON L’ANALISI SISMICA, LA PROGETTAZIONE DI NUOVA CONCEZIONE E I SISTEMI DI ISPEZIONE EVOLUTI.

English Version

Bridge Management System implementation for Italian highways THE ARTICLE DESCRIBES THE DEVELOPMENT OF SIOS WITHIN SINECO COMPANY AND ITS CORRELATION WITH SEISMIC ANALYSIS DATA AND NEW GENERATION DESIGN AND INSPECTION SYSTEMS. A GREAT EFFORT HAS BEEN PERFORMED IN ORDER TO DEVELOP THE SYSTEM.

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he importance of a complete and reliable BMS system is certainly a key factor in infrastructure networks management with strategic importance at national level, now considered the significant structures age constituting the Italian road network, more and more affected in the most recent period by disasters such as earthquakes and floods. With the continuous technological evolution, the concept of maintenance has been renewed and has been profoundly transformed from repair activities, mainly operating, to a complex system of management, directed towards the prevention of the fault and continuous improvement. Sineco (www.sinecoing.it), operating in the engineering sector, controls and monitors more than 1.200 km of national motorway network (about 1300 structures are currently under control) with the main mission to lend support to the managing companies of the various road and rail networks with regards to the technical activities of control, carrying out and management of civil structures, or the identification, design and planning of maintenance and updating of the infrastructures. These inspections and controls are performed using a specific and unique methodology called SIOS (Sistema Ispettivo Opere Sineco) with the purpose of ascertain the consistency and safety of structures and to measure the structure state of deterioration. Due to recent Italian technical standards, that require seismic analysis of “strategical structures” such as schools, hospitals, and, obviously, viaducts and bridges, Sineco has developed a scientific methodology for the latter structures seismic vulnerability assessment. To grant highway agencies inspection and seismic data availability, SIOS database and its tolls has been redesigned to record both of them. In the following a description of the database architecture and of its interface is provided.

SIOSWeb application. In the latest period a great effort has been performed from Sineco in order to develop SIOS system, converting it from a well-organized database, to a web based system, capable of bridge management analysis and of other engineering applications. Up to now, SIOSWeb application grants highway agencies inspected by Sineco easy and immediate access to inventory data, updated inspection data, seismic analysis results and “critical defect” analysis and reports. SIOSWeb displayed real-time and in detail the progress of the inspection and the storage of results, highlighting the average of index value of every single structure and graphically view the index value of each element. SIOSweb has achieved the important goal of zeroing time of digitizing data inspection, showing inspection results in “real time” through the web.

SIOS system bridge representation. SIOS deterioration evaluation system is characterized by a high level detail that produces numeric evaluations (index value) and graphical schemes developed for each element of each structure. Each bridge is divided into spans and each span is divided into elements (defined on the basis of material and structural tipology). For each structural element, a list of possible damages has been defined, based on experience and on the deep study of deterioration processes. Possible damages are defined in different ways depending on structural elements design and concept. For inspection purposes bridges are divided into spans; for each element in each span 5/2014 leStrade

Enzo Fruguglietti Giuseppe Pasqualato Sineco SpA

Elisa Spallarossa Archimede Srl

1. AttivitĂ di ispezione di un ponte autostradale con by-bridge 2. Esempio di schermata dellâ&#x20AC;&#x2122;applicativo SIOSWeb 3. Una schermata dei risultati Sineco pubblicati su SIOSWeb

1. Inspection of a motorway bridge 2. SIOSWeb application sample window 3. Sineco SIOSWeb inspection results sample windows

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the deterioration rate is recorded on the basis of the element inspection form (see fig. 4) and the index value is calculated. The index value is a function depending on: extension (% or the area of the element is recorded); severity (Low, Medium, High), distress class (I, II, III); it is calculated on the basis of environment, different tests (e.g. concrete tests) and specialistic surveys (e.g. prestressed cables surveys).

SIOS database organization. â&#x20AC;&#x153;The objective is to simplify the tools and, at the same time, elevate the purposesâ&#x20AC;?. SIOS is designed around a relational database of 52 tables. The organization of the database was designed according to the use by multiple skills: inspector, engineer, system administrator and infrastructure manager. These main tables store data about: â&#x20AC;˘ Bridge inventory â&#x20AC;˘ Bridge inspection â&#x20AC;˘ Bridge elements â&#x20AC;˘ Materials distress catalog and deterioration models â&#x20AC;˘ Seismic data â&#x20AC;˘ Pushover analysis data â&#x20AC;˘ SIOSWeb links â&#x20AC;˘ Users level.

The database stores as-built drawings, materials test archive, load tests certificates and photos archive too.

SIOS bridge inventory tables. The analysis of each structure begins with the search of historical data and their storage in the SIOS database with:

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Tabelle dati di inventario SIOS

English Version

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â&#x20AC;˘ inventory data, morphological and environmental data (data sheets); â&#x20AC;˘ structural characterization data (drawings and reports); â&#x20AC;˘ data relating to maintenance works; â&#x20AC;˘ residual load capacity data (structure coefficient).

The information obtained are subsequently analyzed, for each bridge, in order to: â&#x20AC;˘ evaluate structural units; structure unit is any logical grouping of structure components usually having the same structural design, material and construction methods; â&#x20AC;˘ breakdown structure units into typological elements called â&#x20AC;&#x153;baseâ&#x20AC;?; â&#x20AC;˘ association of each typological element to a degradation model and recognition of failure modes (Co.Re. elements); â&#x20AC;˘ structure breakdown into single elements (SIOS elements); single elements are individual components that together with other elements constitute the span of the structure.

SIOS bridge inspection tables. Tables related to the inspections are designed to: â&#x20AC;˘ Recording detailed structure inspection data for each element; â&#x20AC;˘ Entering inspections data (defects extension, index value); â&#x20AC;˘ Importing data from external inspection data collector (tablets or digital pen); â&#x20AC;˘ Importing photos and â&#x20AC;&#x153;critical defectâ&#x20AC;? reporting.

The software, using dedicated routines, provides assistance in preparing necessary documentations for inspection phase, with printing support drawings, and reports for the surveillance inspection.

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4. Esempio di scheda ispettiva Sineco di elemento strutturale 5. Esempio di modello FEM di un viadotto

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4. Sineco sample structural element inspection form 5. Bridge FEM model example

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The whole process of â&#x20AC;&#x153;critical defectsâ&#x20AC;? management is ensured by SIOS from the first phase of insertion and comment the photos, to the stage of engineer approval, to the stage of publication (web or email).

SIOS deterioration models. Deterioration models are developed for each type of element of a bridge, these deterioration models are probabilistic, rather than deterministic, and are structured to predict the behaviour of elements within the network of bridges. The availability of a wide data-base, has allowed Sineco to develop different deterioration curves for each different road agency historically inspected on Italian territory. This result is very important, because same structural type bridges have different deterioration trends, depending on environmental aggressiveness, different accuracy and construction care and quality of used materials. The differentiation of the deterioration curves allows a more precise evaluation of future structures damage for any single case and a better planning of necessary maintenance works.

SIOS Seismic data. SIOS seismic tables collect every input and output data of the seismic analysis performed as: â&#x20AC;˘ FEM model with the allocation of sections, permanent loads (slab, guard rails, barriers, etc.), mechanical properties of the bearings, cracked stiffness; â&#x20AC;˘ construction of constitutive law curves (through appropriate models) for the any sections; â&#x20AC;˘ analysis results with subsequent extrapolation of the data for the determination of risk indicators for the Dipartimento di Protezione Civile (DPC-Italian Emergency Agency); â&#x20AC;˘ compilation and submission of data sheets for the strategic DPC database.

SIOS index value calculation process. Sineco element inspection forms consist of two dimensional scaled graphical representations of structural elements. A graphical representation of similar structural elements is defined â&#x20AC;&#x153;baseâ&#x20AC;?. On each â&#x20AC;&#x153;baseâ&#x20AC;? inspectors, while in the field, draw deterioration identified (this gives the extension) and specify severity and class. The following phase is the digitalization of these data to calculate the index value. A specialized technical software has been developed to assist digitalizing activities. This system automatically identifies and divides deterioration types on the basis both of importance classification (deterioration type) both on severity level (inspector evaluation). Moreover, the system calculates automatically the corresponding deteriorated areas and, on this basis, calculates the index value; all calculated index values are stored in the same database. This way it is possible to sort, group, average, determine maximum and minimum values and make statistical calculations. Index value is also used to define the actual state of the structure, evaluating the structure context, environment severity and on the basis of special material testing and, eventually, special technical investigations.

SIOS automatic digitalization technology - Tablets and digital pens. As previously hinted, the conventional procedure for inspections is that

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Metodo di Bridge Management in SIOS

English Version

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SIOS e PontisÂŽ $ SDUWLUH GDO 6LQHFR KD SHUVRQDOL]]DWR H SRSRODWR FRQ L SURSUL GDWL GL LQYHQWDULR H LVSH]LRQH LO GDWDEDVH GHO VRIWZD UH 3RQWLVÂ&#x160; H QH KD DSSOLFDWR OH IXQ]LRQDOLWj GL %ULGJH 0D QDJHPHQW 6\VWHP DO SDWULPRQLR GL RSHUH GÂśDUWH GL SURSULD FRPSHWHQ]D /H FRQRVFHQ]H DFTXLVLWH DWWUDYHUVR OÂśXWLOL]]R GL TXHVWR SRWHQWH %06 KDQQR VXSSRUWDWR OR VYLOXSSR GL 6,26

inspectors, in the field, manually sketch deterioration identified on each element and, successively, digitalize these data converting in a dwg file. This procedure becomes quite time-consuming, especially for the great amount of bridges inspected annually by Sineco. New technologies have been used for this procedure. To avoid the double passage of sketching and digitalizing, two different technologies have been developed, one uses tablets (see fig. 7) and another uses optical pens (see fig. 6). Using these supports, data are automatically digi talized and deterioration quantities are directly stored in SIOS database, in order to be immediately used for the index value calculation.

SIOS bridge management method. SIOS system and database architecture have been implemented in order to forecast deterioration evolution both on the basis of statistical criteria and on the basis of deterioration probabilities. As far as by now, needs definition, intended as work priorities, is obtained, both for the entire structure and for each element composing the bridge, from the statistical analysis of the changes in the condition states during time. The new database architecture comprises tables recording transition probabilities defining â&#x20AC;&#x153;expertâ&#x20AC;? deterioration models in case of â&#x20AC;&#x153;Do Nothingâ&#x20AC;? action and maintenance action costs. Next versions of the system will be studied in order to choose whether to base deterioration paths on the â&#x20AC;&#x153;expertâ&#x20AC;? matrices or on the evolution of deterioration recorded within the database thanks to inspection history. This means SIOS method allows Sineco to: 1. Have detailed deterioration data, complete of graphical visualization, for each element in each span of each structure in the database; 2. Have an historical deterioration archive, in order to monitor its evolution in time; 3. Define work priorities on the short/medium period on the basis of the following criteria: indexes representing structural elements condition states; index values statistical elaborations; historical series analysis; 4. Define work priorities for the long term period on the basis of probabilistic method provided by the â&#x20AC;&#x153;expertâ&#x20AC;? deterioration models; 5. Have useful data for repair works cost takeoff analysis.

SIOS and Pontis. Sineco has been implementing, customizing and using Pontis database since 2002. The knowledge acquired using this powerful BMS has supported SIOS development. Pontis is still used for different scenarios simulations and maintenance rules definitions, features

6. La tecnologia della penna digitale e un esempio applicativo in schizzi di campagna di ispezione Sineco 7. Ispezione Sineco tramite tecnologia tablet 8. Immagine 3D di rilievi laser scanner

6. A 3D bridge scanning image 7. The tablet technology and an example of its application to Sineco field inspection 8. The digital pen technology and an example of its application to Sineco field inspection sketches

5/2014 leStrade

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Building Information Modeling (BIM)

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Conclusioni /R VYLOXSSRGL 6,26 FRQ LO FRQWLQXR DJJLRUQDPHQWR WHFQR ORJLFR KD SRUWDWR DO UDJJLXQJLPHQWR GHL VHJXHQWL RELHWWLYL Â&#x2021; YHORFL]]D]LRQH GHOOD GLVSRQLELOLWj GHL GDWL LVSHWWLYL DJJLRUQDWL Â&#x2021; GLYHUVLILFD]LRQH GHL OLYHOOL GL DFFHVVR SHU UXROR GHOOÂśXWLOL]]DWRUH Â&#x2021; VXSSRUWR GHL FULWHUL GHFLVLRQDOL DWWUDYHUVR L SURFHVVL GL %06 1HO EUHYH SHULRGR 6,26 YHUUj XOWHULRUPHQWH VYLOXSSDWR ILQR D FRPSUHQGHUH L PRGHOOL GL GHWHULRUDPHQWR FDSDFL GL SUHYHGH UH OÂśHYROX]LRQH GHO GHJUDGR LO SURJHWWR GHJOL LQWHUYHQWL GL PD QXWHQ]LRQH H OD TXDQWLILFD]LRQH GHL FRVWL OH UDSSUHVHQWD]LRQL JUDILFKH OH QHFHVVLWj GL PDQXWHQ]LRQH YDOXWDWH SHU LO EUHYH SHULRGR OD YDOXWD]LRQH VWUXWWXUDOH H OÂśDGHJXDPHQWR VLVPLFR 9HUUDQQR LQROWUH VYLOXSSDWH H DSSOLFDWH OH WHFQRORJLH %,0 DOOH LQIUDVWUXWWXUH GL FRPSHWHQ]D 6LQHFR 3HU 3RQWLV OD $$6+72 :DUH %ULGJH 0DQDJHPHQW 7DVN )RUFH KD FRPXQLFDWR FKH LO VLVWHPD q VWDWR DJJLRUQDWR FRVu GD XWLOL]]DUH OH PHWRGROR JLH LVSHWWLYH SUHYLVWH QHO PDQXDOH $$6+72 %ULGJH (OHPHQW ,QVSHFWLRQ 0DQXDO 7DOH PDQXDOH IRUQLVFH GHILQL]LRQL SL SUHFLVH VLD ULVSHWWR DJOL HOHPHQWL VWUXWWXUDOL LQ FRQIURQ WR DL SUHFHGHQWL HOHPHQWL &R5H VLD ULVSHWWR DL FRUULVSRQGHQWL GDQQHJJLDPHQWL FRQ SDUWLFRODUH DWWHQ]LRQH DOOD VHYHULWj HG DOOÂśHVWHQVLRQH GHO GDQQHJJLDPHQWR 2VVHUYDQGR JOL DSSURF FL GHL GXH VLVWHPL HPHUJH FRPH OÂśLPSRVWD]LRQH GL IRQGR VLD EDVDWD VXOOD QR]LRQH FKH OH VWUXWWXUH QHFHVVLWLQR GL LQWHUYHQ WL GL PDQXWHQ]LRQH QHO EUHYH SHULRGR YDOXWDQGR OR VWDWR GL FRQVHUYD]LRQH GL RJQL VLQJROR HOHPHQWR 3HUWDQWR OD PDQX WHQ]LRQH GHO SDWULPRQLR HVLVWHQWH GHOOH RSHUH GLYHQWD FUXFLDOH SHU JDUDQWLUH OD IXQ]LRQDOLWj H OÂśHIILFLHQ]D GHO QRVWUR VLVWHPD LQIUDVWUXWWXUDOH FRDGLXYDWR GDOOÂśXWLOL]]R GL WXWWH OH QXRYH WHF QRORJLH GLVSRQLELOL H GDL YDQWDJJL FKH GD HVVH GHULYDQR â&#x2013; â&#x2013;

that are useful to optimize budgets and identify the best maintenance policy for the long period planning horizon. Integration of SIOS and Pontis allows different simulation scenarios for different planning horizon: short, medium and long period, from 5 up to 30 years. A comparison between the two systems application towards the same highway agency network has underlined that maintenance work order is compatible.

Building Information Modeling. BIM modeling can be applied both to new structures, using the design models and on historical inventory data.

By means of this model all information about material properties, environmental loadings, deteriorations, inspections repair works, and condition changes can be stored with reference to geometric objects. Using a 3D model all relevant information is easily stored and a very good overview is guaranteed. Moreover the entire lifecycle of structures can be recorded, including maintenance works and bridge renovation projects.

BIM technology for existing structures inspection. The new inspection and management approach moves towards BIM technology and gives birth to several new techniques, already in use in several Sineco projects, such as: â&#x20AC;˘ Automatic defects scanning and identification, resulting in computer-aided inspection systems; â&#x20AC;˘ Use of 3D digital bridge model (with the use of laser scanning surveys and 3D point cloud) â&#x20AC;˘ Object-oriented bridge model development, with the use of Building Information Modeling techniques.

Conclusions. SIOS system applications, with the continuous technological evolution, have achieved the first target of: â&#x20AC;˘ speeds of accessing inspections on results data; â&#x20AC;˘ multiple availability of information at different levels; â&#x20AC;˘ aid in the maintenance decision-making with the BMS process.

In the very short period SIOS database is also going to be further implemented in order to have deterioration models to predict condition evolution and development, design of maintenance works, cost definition of maintenance works, graphical representations, maintenance needs in the short period, structural assessment, seismic retrofit. BIM-relevant technologies will be implemented and their use widespread among highway agencies. For what concerns Pontis, from a recent update received by the AASHTOWare Bridge Management Task Force, the system is actually being developed to be able to support the AASHTO Bridge Element Inspection Manual 2013. This Manual gives a more precise definition both of structural elements, respect to the formely CoRe elements, both to corresponding defects, with a particular attention to deterioration severity and extension. Looking at the two systems approaches it looks like they are being implemented with the idea that actual bridges condition require short term actions, bridges have deteriorated in the last period and maintenance cannot be further delayed. Therefore a great attention has to be provided to maintaining existing structures, implementing new systems and taking all advantages possible given by new technologies. â&#x2013; â&#x2013;

Asecap 2014

69

70 Nodi Urbani

© leStrade

Nuovo svincolo al traguardo

THE RENEWED AND ENHANCED LAMBRATE JUNCTION ON THE MILAN EAST BYPASS HAS BEEN INAUGURATED. THIS THREE-LEVEL JUNCTION WHICH INCLUDES A PEDESTRIAN/ CYCLE PATH - IS CHARACTERIZED

BY HIGH ENVIRONMENTAL STANDARDS THANKS TO ANTI-NOISE BARRIERS AND TO THE USE OF AN INNOVATIVE ANTISMOG COATING.

I

t is a three-level junction which includes an integrated cycle/pedestrian path. On the one hand it contributes to definitely enhance traffic conditions in that area and in its close surroundings, on the other hand it is a pivotal pawn inside the urban mobility complex scenario in a contest where important infrastructure construction projects are underway, such as the Brescia-Bergamo-Milano Highway (BreBeMi) and the controversial issue related to its extension to Milan urban roads.

The curtain is raised on the new Lambrate junction, one of the East Bypass critical hubs, which - through via Rombon - is directly connected with the railway station and with the underground station. On April 15 the last entrance ramps into the East Bypass - A and B entrance ramps from via Rombon - have been opened to traffic by Milano Serravalle-Milano Tangenziali - the Milan ring roads highway Authority chaired by Marzio Agnoloni and managed by Mario Martino (www.serravalle.it). This engineering and construction project which, due to traffic flow and technical reasons, has been articulated in various stages with openings to traffic arranged in different times - as it was reported in this magazine (ref. “Ring road milanese in corso d’opera” published in leStrade issue 1-2/2013, Autostrade section) - is approaching its last phase. Completion of the work (mainly involving Via Rombon) is scheduled for the upcoming month of July.

It was just on April 15 when Milano Serravalle, controlled by the Province of Milan, organized an inauguration event to ratify the completion of the operations on the motorway. That event was attended by Guido Podestà, the President of the Province of Milan, by Giovanni de Nicola, provincial Councillor for infrastructures, by the regional Councillor Maurizio del Tenno and by Adriano Alessandrini the Mayor of Segrate. It was the whole Serravalle Management to do the honors, from the Chairman Mr. Agnoloni to the Technical Manager Mr. Giuseppe Colombo, who is also in charge for this infrastructure construction work. Mr. Agnoloni has confirmed that the reorganization of

the Lambrate junction is aimed at enhancing the connection between © leStrade

English Version

New junction decongestioning Milan traffic

5/2014 leStrade

Ă&#x2C6; STATO INAUGURATO IL RINNOVATO E POTENZIATO NODO DI LAMBRATE, SULLA TANGENZIALE EST DI MILANO, TASSELLO CRUCIALE PER MIGLIORARE SIA LA VIABILITĂ&#x20AC; URBANA SIA QUELLA DELLâ&#x20AC;&#x2122;INTERA AREA EST MILANESE, DOVE ARRIVERANNO BREBEMI E TEM. LO SVINCOLO, A TRE LIVELLI E ACCOMPAGNATO DA UNA PASSERELLA CICLOPEDONALE, SI CARATTERIZZA PER ELEVATI STANDARD AMBIENTALI, GRAZIE ALLE BARRIERE ANTIRUMORE E ANCHE ALLâ&#x20AC;&#x2122;IMPIEGO DI UN INNOVATIVO RASANTE ANTISMOG. A cura della redazione

1. Rampe del nuovo svincolo di Lambrate (A51) e passerella ciclopedonale 2. Taglio del nastro con autoritĂ e vertici societari

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the East Bypass and the road system in the Eastern quadrant of Milan.

A great development is underway in this area thanks to the construction of the new Highway Brescia-Bergamo-Milano (BreBeMi) and of the Milan East External Bypass. It is worth reminding that this work has been developed by Serravalle thanks to the co-financing of Regione Lombardia and Municipality of Milan. The contractor is the Consortium including C.C.C. (agent company), Pessina Costruzioni and CO.VE.CO (Principal). Contracting Company: Segrate Lambrate Scarl (CDC Pessina Costruzioni). The execution project has been studied

by Sinèrgo, while Project Manager and Construction Manager is Eng. Diego Ceccherelli from Pro-Iter.

(QYLURQPHQWDO &RPPLWPHQW. From the technical point of view the adopted infrastructure solution consists of a system of ramps which create the three road levels. Due to the anomalous raising of the aq uifer, it was necessary to carry out an essential technical modification which has implied the use of jet grouting tecniques. Among the various aspects to be underlined it is worth mentioning the landscape requalification through tree planting as well as the noise level improvement by means of anti-noise embankments and barriers in the areas close to the junction entrance ramps.

Moreover, this Bypass junction has turned out to be an extraordinary laboratory to experiment the use of an â&#x20AC;&#x153;anti-smogâ&#x20AC;? photocatalytic coat supplied by Italcementi. Milano Serravalle, in fact, has welcomed a project including the usage of this material in the general technical specifications. The application of this material was performed after one-day practical training at the Italcementi laboratories. In detail, the solution is called i.active COAT and it is a product based on TX Active, the innovative photocatalytic technology patented by Italcementi which ensures self-cleaning and depolluting characteristics. By combining the action of light with the TX Active photocatalytic technology, surfaces treated with i.active COAT become more resistant to polluting agents, thus ensuring greater cleanliness and brilliancy as well as improved safety for travelers. Š leStrade

3. Lo svincolo, a tre livelli, è un reticolo di viadotti e tratti in galleria artificiale

8

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1. Ramps of the new Lambrate junction (A51 motorway) and pedestrian/cycle path 2. Ribbon cutting ceremony with authorities and companyâ&#x20AC;&#x2122;s management 3. The junction - on three levels - is a network of viaducts and tunnels

Asecap 2014

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72

Impegno ambientale

4, 5. Obiettivo ecosostenibilitĂ : piantumazioni e barriere antirumore 6. Tra le innovazioni, anche un rasante ad azione fotocatalitica antismog

Š leStrade

English Version

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Just to mention some data, the application of 1000 sqm of product is equal to plant 80 evergreen trees or to reduce air pollution by the quantity produced by 30 gasoline vehichles.

The commitment to the environmental sustainability that the Company Milano-Serravalle headquartered in Assago has already shown in its traffic management projects - it is worth mentioning for instance the project for the construction of the first motorway quick charging station, carried out by the US Automotive Company Tesla in Italy, which is scheduled to be operative by summer this year - is thus reconfirmed.

Thanks to an agreement with Tesla, promoted by Serravalle, the first supercharger stations in Italy will be located in the Dorno Est and Dorno Ovest Service Areas (on the A7 Motorway). They will allow for a quick electric charging with estimated time for recharging of 20-30 minutes. â&#x2013; â&#x2013;

4, 5. Environmental sustainability: tree planting and anti-noise barriers 6. Among the innovations, an anti-smog photocatalytic coating

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Strade 5/2014 leStrade

Strade

77 TAB. 1 CONFRONTI INTERNAZIONALI

Germania Francia Spagna Italia* USA CINA

Estesa complessiva strade (urbane ed extraurbane pavimentate e non pavimentate) in km 656.813 1.028.260 681.000 850.825 6.588.199 2.000.000

Estesa complessiva rete primaria (autostrade e strade statali in km)

Superficie territoriale Stato (kmq)

52.529 20.260 10.412 25.879 260.000 93.720

357.121 551.208 504.600 301.340 9.826.675 9.596.961

Popolazione 81.859.000 61.538.000 46.000.000 59.619.000 301.121.657 1.344.413.526

DensitĂ rete primaria (autostrade e statali) km/kmq 0,15 0,04 0,02 0,09 0,03 0,010

*Per lâ&#x20AC;&#x2122;Italia sono state conteggiate soltanto le strade pavimentate

Germania Francia Spagna Italia USA CINA

Percentuale della rete secondaria o minore o rurale sullâ&#x20AC;&#x2122;intera rete stradale 92,00 98,03 98,47 96,96 96,05 95,31

Percentuale della rete primaria (autostrade e strade statali) sullâ&#x20AC;&#x2122;intera rete stradale 8,00 1,97 1,53 3,04 3,95 4,69

km strada ogni 1.000 abitanti 8,0 16,7 14,8 14,3 21,9 1,5

km autostrade e statali ogni 1.000 abitanti 0,6 0,3 0,2 0,4 0,9 0,07

DensitĂ rete secondaria (strade Categoria â&#x20AC;&#x153;Câ&#x20AC;? o â&#x20AC;&#x153;Fâ&#x20AC;? o minore o rurale) km/kmq 1,84 1,87 1,35 2,82 0,67 0,21

Fonte: rispettivi Governi nazionali

I costi di manutenzione

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4. Valorizzare i territori attraverso il progresso stradale: un processo in cui le â&#x20AC;&#x153;rural roadsâ&#x20AC;? possono rivelarsi strumento fondamentale

5/2014 leStrade

78 Lighting e Sosta

Il parking illuminato GARANTIRE ELEVATI STANDARD DI VISIBILITÀ OFFRENDO COSÌ ALL’UTENZA UN’ADEGUATA SENSAZIONE DI SICUREZZA E COMFORT. È IL COMPITO, ANCHE E SOPRATTUTTO NEI PARCHEGGI IN STRUTTURA, DELL’ILLUMINAZIONE. IN QUEST’ARTICOLO CI OCCUPEREMO DEGLI ASPETTI TECNICI ED ECONOMICO-GESTIONALI RELATIVI AI DUE PIÙ DIFFUSI SISTEMI UTILIZZATI IN AMBITO “PARK LIGHTING”: A TUBI FLUORESCENTI E A LED.

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1. Gradevole percezione dell’ambiente e senso di sicurezza sono il risultato dell’efficace illuminazione di un parcheggio interrato

Parcheggi 5/2014 leStrade

2. La pavimentazione in resina, se di buona qualitĂ , produce un effetto di diffusione della luce senza provocare abbagliamenti 3. Diffusioni del flusso luminoso determinate da una plafoniera lenticolare (a sinistra) e da una parabolica (a destra) 4. Rappresentazione grafica mediante curve isolux dellâ&#x20AC;&#x2122;illuminamento distribuito sulle superfici di un ambiente: le pareti verticali concorrono allâ&#x20AC;&#x2122;illuminamento mediante un coefficiente di riflessione; in basso, percezione dellâ&#x20AC;&#x2122;illuminamento effettivo da parte dellâ&#x20AC;&#x2122;occhio umano

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Parcheggi 5/2014 leStrade

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TAB. 1 VALORI DI ILLUMINAMENTO ALL’INTERNO DI UN PARCHEGGIO INTERRATO A USO PUBBLICO Area o locale

Illuminamento

Sale di parcamento (corsie e stalli)

150 lux

Rampe

150 lux

Accessi veicolari (ingresso ed uscita)

300 lux ore diurne

Accessi veicolari (ingresso ed uscita)

150 lux ore notturne

Locali fruibili dal pubblico

150÷300 lux

Toilets, servizi igienici

120 lux

Vani scale, vani antistanti gli ascensori

150 lux

Locali tecnici (non di uso pubblico)

100 lux

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Aeroporti Autostrade Ferrovie

■ News ■ Attraverso l’autostrada ■ La vetta del restauro

Infrastrutture Strade

MACCHINE & ATTREZZATURE MACCHINE & ATTREZZATURE

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Attrezzatura A Dispositivo meccanico con onnta tale le e stabilizzatori stabilizzatori sviluppo orizzontale

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la soluzione nel drenaggio!

Da sempre Varisco offre agli operatori del drenaggio e delle installazioni wellpoint la più vasta gamma di soluzioni: pompe autoadescanti fino a 12” vuotoassistite, pompe centrifughe con girante aperta 4” e 6” dry prime con cabina di insonorizzazione, pompe sommergibili in alluminio fino a 8”, impianti wellpoint con punte filtranti e tubazioni in tecnopolimero.

www.variscospa.com

VARISCO S.p.A. Terza Strada, 9 - Z.I. Nord 35129 PADOVA - Italy - Tel. +39 049 82 94 111 - Fax +39 049 82 94 373 - italia@variscospa.com

86

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Attraverso lâ&#x20AC;&#x2122;autostrada

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4, 5. Completamento del Viadotto Expo: applicazione dei carter metallici 6. Verniciatura di uno degli archi estetici 7. Impalcato metallico di attraversamento dellâ&#x20AC;&#x2122;autostrada A4 8. Lâ&#x20AC;&#x2122;ingegner Giuseppe Arturi, direttore tecnico di cantiere CMB

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Paolo Italia Centro Ricerche SDM eni divisione refining & marketing

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TAB. 1 CARATTERISTICHE DEL BITUME ENI RIGEBIT Penetrazione a 25°C

dmm

Punto di Rammollimento (Palla Anello)

62

°C

54

Indice di penetrazione

-

+0,3

Punto di rottura Fraass

°C

−12

Intervallo di elastoplasticità

°C

65,0

Penetrazione dopo RTFOT

dmm

34

Penetrazione dopo RTFOT

%iniz.

55

°C

66,6

Indice di penetrazione dopo RTFOT

-

+0,2

Punto di Rammollimento T/F 3gg a 180°C

°C

54,4/54,4

Δ P.A. dopo 3gg a 180°C

°C

0,0

Punto di Rammollimento dopo RTFOT

TAB. 2 RIGIDEZZA E M-VALUE OTTENUTI AL VARIARE DELLA TEMPERATURA Temperatura

S (t = 60 s) [MPa]

m-value (t = 60 s) [-]

T = −10°C

164

0.377

T = −20°C

464

0.276

T = −30°C

1040

0.164

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1. BBR test. Curva Rigidezza (S)-tempo

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TAB. 3 PERCENTUALE DI VUOTI RESIDUI (VV) AL VARIARE DEL NUMERO DI ROTAZIONI PRESCRITTI DA SHRP, ANAS 2010 E AUTOSTRADE PER STRATI DI BASE SHRP Superpave 3·106 < ESALs < 30·106 8 rotazioni > 11 100 rotazioni 4 160 rotazioni >2 4. Relazione Viscosità-Temperatura per bitume Rigebit e bitume di confronto 5. Distribuzione granulometrica di riferimento AI MS 19 e miscela sperimentale 6. Distribuzione granulometrica di riferimento ANAS 2010 e miscela sperimentale 7a, 7b, 7c. Vuoti residui delle miscele a confronto con limiti prescritti SHRP D

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Capitolato ANAS 2010 Base SF 10 rotazioni 11 ÷ 15 110 rotazioni 3÷6 190 rotazioni ≥2

Capitolato Autostrade Base Medium 10 rotazioni 12 ÷ 15 110 rotazioni 3÷5 180 rotazioni ≥2

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to WMA Scan Team, May 2007.

[3] Putman et al. â&#x20AC;&#x153;Investigation of warm mix asphalt (WMA) technologies and increased percentages of reclaimed asphalt pavement (RAP) in asphalt mixturesâ&#x20AC;?. Report FHWA-SC-12-05 (2012).

May 2007.

[4] Damm K-W, Abraham J, Butz T, Hidesbrand G, Riebesehl G. â&#x20AC;&#x153;Asphalt Flow Improvers as Intelligent Fillers for Hot

cation for Performance-Graded Asphalt Binder (2010).

[8] Anderson DA, Christensen DW, Bahia HU, Dongre R, Sharma MG,Antle CE, et al. â&#x20AC;&#x153;Binder Characterization and Evaluation Volume 3: Physical Characterizationâ&#x20AC;?, SHRP report A-369.

Washington D. C.: National Research Council; 1994.

[9] Anderson D, Bonaquist R. â&#x20AC;&#x153;Investi-

10. Modulo complesso a 25 °C per conglomerati WMA 11. Angolo di fase a 25 °C per conglomerati WMA

Riferimenti Bibliografici [1] Jean-Martin Croteau. â&#x20AC;&#x153;Warm Mix Asphalt Paving Technologies: a Road Builderâ&#x20AC;&#x2122;s Perspectiveâ&#x20AC;?. Paper prepared for presentation at the â&#x20AC;&#x153;Warm Asphalt Technology as a Sustainable Strategy for Pavementsâ&#x20AC;? Session of the 2008 Annual Conference of the Transportation Association of Canada.

[2] Hirsch, V. â&#x20AC;&#x153;Warm Mix Asphalt Technologies.â&#x20AC;? BASt, Germany, Presentation

Asphalts: A New Chapter In Asphalt Technologyâ&#x20AC;?, Sasol Wax Report, Hamburg, Germany (2004).

[5] Hurley e Prowell (2005) â&#x20AC;&#x153;Evaluation of SasobitÂŽ for use in warm mix asphaltâ&#x20AC;?. NCAT Report 05-06, 2005.

[6] John Dâ&#x20AC;&#x2122;Angelo et al. â&#x20AC;&#x153;Warm-Mix Asphalt: European Practiceâ&#x20AC;?. Report N. FHWA-PL-08-007. February 2008.

[7] AASHTO M320: Standard specifi-

gation of Short-Term Laboratory Aging of Neat and Modified Asphalt Bindersâ&#x20AC;?

NCHRP Report 709; 2012.

[10] Al Qadi et al. â&#x20AC;&#x153;Reclaimed Asphalt Pavement - A Literature Review.â&#x20AC;? Report FHWA-ICT-07-001, March 2007.

[11] Al Qadi et al. â&#x20AC;&#x153;Impact of high RAP content on structural and performance properties of asphalt mixturesâ&#x20AC;?. Report FHWA-ICT-12-002, June 2012.

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Da oltre 25 anni siamo leader nel campo della bonifica da inquinamento acustico, lavoriamo e collaboriamo nei piĂš importanti progetti infrastrutturali garantendone qualitĂ ed efficacia

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La squadra di BreBeMi Nel 1999 le Camere di Commercio, le Province e le Associazioni Industriali di Brescia, Bergamo, Cremona e Milano, con Banca Intesa (ora Intesa Sanpaolo), costituirono Brebemi SpA, cui hanno poi aderito i maggiori concessionari lombardi ed enti locali interessati. La SocietĂ da allora ha promosso lâ&#x20AC;&#x2122;attuazione dellâ&#x20AC;&#x2122;opera redigendo e presentando allâ&#x20AC;&#x2122;Anas il progetto per la progettazione e costruzione dellâ&#x20AC;&#x2122;autostrada in totale autofinanziamento. Brebemi SpA nel giugno 2003 si aggiudicò la gara europea per la progettazione, costruzio-

ne e gestione potendo cosĂŹ iniziare lâ&#x20AC;&#x2122;iter di approvazione del progetto preliminare. Nel 2013 è stata costituita Argentea Scpa, che si occuperĂ della gestione della direttissima. Autostrade lombarde, azionista allâ&#x20AC;&#x2122;89% della societĂ di progetto Brebemi, è entrato in Argentea con il 51%. Il secondo azionista è Itinera, che fa parte del gruppo Gavio. Infine, i membri del Consorzio BBM: Pizzarotti di Parma con 11,37%, che ha curato anche la direzione lavori dellâ&#x20AC;&#x2122;autostrada, e il Consorzio Cooperative Costruzioni con il 10,4%.

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Mitigazione Acustica

D’acciaio per natura SONO LE NUOVE BARRIERE ANTIRUMORE SCELTE DAL CONSORZIO COSTRUTTORI DI TEEM PER MITIGARE I RUMORI, IN ARMONIA CON L’AMBIENTE CIRCOSTANTE, LUNGO LA NUOVA TANGENZIALE ESTERNA MILANESE IN REALIZZAZIONE. LA SOLUZIONE IN ACCIAIO CORTEN E VETRO (SONO IN “CORTEN” ANCHE I MONTANTI DI SOSTEGNO), GIÀ ADOTTATA SULL’A14, ABBINA DURABILITÀ, RIDOTTI COSTI DI MANUTENZIONE E MINIMIZZAZIONE DEGLI IMPATTI NON SOLO PER QUANTO RIGUARDA GLI ASPETTI ACUSTICI, MA ANCHE SUL PIANO VISIVO.

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1. Esempio di barriera in Corten previsto nell’ambito del progetto Teem (l’immagine si riferisce a un’installazione analoga sull’autostrada A14)

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2. Particolare di montante “a becco di flauto” su una barriera dell’A14: la stessa tipologia verrà adottata anche lungo la Teem 3. Prime installazioni su cantiere della tangenziale esterna

Tecnologie&Sistemi 5/2014 leStrade

All’avanguardia tecnologica dal 1964 MERLO 1964-2014

ADVANCED LIFTING TECHNOLOGY. www.merlo.com

N. 5 MAGGIO 2014

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leStrade

Aeroporti Autostrade Ferrovie

■ Efficienza concentrata

Infrastrutture Strade

MACCHINE & ATTREZZATURE MACCHINE & ATTREZZATURE

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6. Piastra con resistenze in bagno di alluminio e connettori 7. Rendering dei nuovi banchi Bomag S500 e S600 8. Esempio di distribuzione del calore nel “sistema” suola-piastra 9. Esecuzione ottimale: un esempio di stesa in Germania

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BOLOGNA ITALY 23-25 OCTOBER 2014 WWW.EXPOTUNNEL.IT

116 Escavatori Compatti

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Aeroporti Autostrade Ferrovie

■ Tra bilancio e rilancio

■ Road Safety Day ■ Appello ad agire ■ User forum europeo ■ Impegno globale per la road safety ■ Obiettivo qualificazione Associazione Italiana della Telematica per i Trasporti e la Sicurezza

■ ITS per il territorio

à & traffico

■ Resoconto e prossimi impegni

Mobilità & traffico PAGINE

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Strade Macchine & Attrezzature

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Tra bilancio e rilancio A Parma il Convegno nazionale 2014 e l’Assemblea dei Soci dell’Associazione

AIIT Associazione Italiana per l’ingegneria del Traffico e dei Trasporti Via Magenta, 5 00185 Roma Tel. 06.58330779 segreteria@aiit.it www.aiit.it

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Resoconto e prossimi impegni Il punto sulle attività passate e future: dal “Centenario” al Convegno nazionale AIPCR Associazione Mondiale della Strada Ministero delle Infrastrutture e dei Trasporti Via G. Caraci, 36 00157 Roma Tel. 06.41583323 Fax 06.41583364 E-mail: aipcrcni@tin.it www.aipcr.it

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• Errori più comuni: esempi e soluzioni illustrate • Segnaletica orizzontale • Strutture e supporti • Linee guida per la progettazione • Obblighi da adempiere e cosa fare per…

• Cartellonistica pubblicitaria • D.M. 1995 - Indumenti Integrato da pratiche schede tecniche

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ASSOSEGNALETICA Associazione Italiana Segnaletica Stradale Via A. Scarsellini, 13 - 20161 Milano Segreteria: Tel. 02 45418576 - 02 45418500 E-mail: assosegnaletica@anima.it www.assosegnaletica.it

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OICE Associazione delle organizzazioni di ingegneria, di architettura e di consulenza tecnico-economica Via Flaminia, 388 00196 Roma Tel. 06.80687248 Fax 06.8085022 E-mail info@oice.it www.oice.it

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Supporta la campagna per la sicurezza stradale del gruppo ASTM-SIAS

Mettiti alla guida della tua vita. Scegli un comportamento responsabile!

Strade ben costruite ed efficienti sono una condizione necessaria per garantire la sicurezza della circolazione: questo è l’impegno quotidiano del Gruppo ASTM-SIAS. Ciò nonostante il fattore umano risulta tragicamente determinante e incide negativamente sulle statistiche di settore.

Con l’obiettivo di dare un contributo alla crescita della nostra società, abbiamo ideato questa campagna confidando nell’uomo, certi che un utente meglio informato metterà in pratica comportamenti virtuosi.

Campagna per la sicurezza stradale

Problemi? NON RISCHIARE: CHIAMA! CI FAREMO IN QUATTRO PER AIUTARTI E PROTEGGERTI

Promossa da • ATIVA S.p.A. • Autocamionale della CISA S.p.A. • Autostrada Asti - Cuneo S.p.A. • Autostrada dei Fiori S.p.A. • Autostrada Torino Savona S.p.A. • SALT p.A. • SATAP S.p.A. • SAV S.p.A. • SITAF S.p.A. • SITRASB S.p.A. • Gruppo SINA In collaborazione con • Nazioni Unite Commissione Economica per l’Europa • Ministero delle Infrastrutture e dei Trasporti • Ministero dell’Interno Dipartimento della P.S. Servizio Polizia Stradale • Consiglio Superiore dei Lavori Pubblici • Struttura di vigilanza sulle concessioni autostradali/MIT • Regione Autonoma Valle d’Aosta • Regione Liguria • Provincia di Asti • Provincia di Lucca • Provincia di Parma • Provincia di Torino • Comune di Novara • Comune di Pisa • Automobile Club Pisa • AISCAT • Autostrada del Brennero S.p.A. • ASTRAL • Milano Serravalle-Milano Tangenziali S.p.A. • Politecnico di Bucarest Facoltà dei Trasporti, Telematica ed Elettronica • Università di Pisa Facoltà di Ingegneria • Il Giorno • Il Secolo XIX • leStrade • Strade&Autostrade

NOI PER VOI Ogni autostrada del Gruppo ASTM-SIAS è servita da un centro di controllo del traffico, a tua disposizione tutti i giorni, 24 ore su 24. Quando usi le colonnine SOS entri immediatamente in contatto con un nostro operatore del centro di controllo del traffico, che è in grado di localizzare immediatamente la tua posizione e di contattare i servizi di emergenza di cui hai bisogno: il servizio di assistenza al traffico del Gestore, il Servizio Polizia Stradale, il servizio medico urgente 118, i Vigili del Fuoco 115. Le autorità nazionali e i Gestori del Gruppo ASTM-SIAS migliorano progressivamente tali servizi all’utenza grazie anche alla cooperazione internazionale nell’ambito di Programmi Europei. Ad esempio EasyWay, programma co-finanziato dalla Commissione Europea (DG Move), ha come obiettivo il miglioramento nella gestione del traffico e la gestione delle emergenze grazie all‘implementazione di sistemi di trasporto intelligenti. Gli operatori del servizio di assistenza al traffico e gli operatori di pubblica sicurezza della Polizia Stradale sono equipaggiati con pannelli segnaletici, con torce e con altri strumenti che

possono mettere in sicurezza il traffico, anche in caso di incidente e guasto dei veicoli. Metti il giubbotto retroriflettente, proteggi il tuo veicolo, metti in sicurezza il traffico con il triangolo ed attendi il soccorso in un luogo sicuro. Stai bene attento, se decidessi di oltrepassare il guardavia, verifica prima cosa c’è dall’altra parte: potresti essere su un viadotto o comunque su una sezione sopraelevata o molto scoscesa. In caso di incidente, si potrebbe formare una coda alle tue spalle in grado di rallentare l’arrivo dei soccorsi. Anche poche decine di secondi sono per noi importanti. Più rapidamente ci informi e più velocemente arriveremo in tuo soccorso.

Quando? In qualunque situazione di pericolo o quando hai bisogno di soccorso meccanico.

Cosa? Usa le colonnine SOS e chiedi aiuto al Gestore Autostradale.

Perché? 24 ore su 24 noi teniamo a tua disposizione un servizio per aiutarti, per proteggere la tua vita e quella degli altri.

www.autostradafacendo.it

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TTS Italia Associazione Italiana della Telematica per i Trasporti e la Sicurezza Via Flaminia 388 00196 Roma E-mail redazione@ttsitalia.it www.ttsitalia.it

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ph. Stefano Gasparato (produzionepropria associati)

Basilica di Superga, Torino, Italia

Prodotti e processi eco-sostenibili per il settore chimico-stradale Green road-construction products and methods Attivanti di Adesione| Rigeneranti| Flussanti| Emulsionanti| Emulsioni Bituminose Tradizionali Speciali| Fibre| Polimeri per Bitumi| Stabilizzanti per Bitumi Modificati| Polimeri per la Modifica dei Conglomerati| Additivi per conglomerati tiepidi| Trattamenti superficiali antismog| Additivi antigelo permanente| Additivi per abbattere l'odore del conglomerato bituminoso| Additivi per conglomerati fonoassorbenti| Additivi ecologici-ecosostenibili

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