http://repositorio.lnec.pt:8080/jspui/handle/123456789/57 DT Mon, 26 Oct 2026 10:06:28 GMT 2026-10-26T10:06:28Z http://repositorio.lnec.pt:8080/jspui/handle/123456789/1020063 KPI Speed. Methodological guidelines Laiou, A.; Vadeby, A.; Riguelle, F.; Schagen, I.; Cardoso, J. L.; Tutka, P.; Usami , D.; Wardenier, N. This document presents the methodological guidelines for the KPI Speed. It describes the minimum methodological requirements to qualify for this KPI, defined as “Percentage of vehicles travelling within the speed limit”. The main target audience for this document are the persons in the participating countries that will collect and/or analyse the data to deliver the KPIs. The minimal requirements set by the EC for this KPI are described in the Commission Staff Working Document SWD (2019) 283. Most of those minimal requirements are incorporated in this guideline document. The requirements are quantified and specified for each of the parameters. This document is based on a review of the methodologic guidelines that were developed within the Baseline project (Teuchies, 2021) and expert consultations within the (Trendline Key Expert Group Distraction). Fri, 01 Dec 2023 00:00:00 GMT http://repositorio.lnec.pt:8080/jspui/handle/123456789/1020063 2023-12-01T00:00:00Z http://repositorio.lnec.pt:8080/jspui/handle/123456789/1020061 Alternative speeding KPIs. Laiou, A.; Mondésir, H.; Mesimäki, J.; Deane, P.; Kome, S.; Cardoso, J. L.; Vadeby, A. The specific document concerns the collection of alternative speeding indicators that will serve as complimentary indicators to the basic KPI Speed. For the KPI Speed the minimum requirement is to estimate the percentage of vehicles travelling within the speed limit. Besides this indicator, it is needed to also measure the speed below which 85% of drivers are driving (V85), and the average speed (including standard error and standard deviation). Complementary to these KPIs for speed, alternative speeding indicators will be calculated within Trendline, initially at a small scale. This document describes the minimum methodological requirements to qualify for an Alternative Speeding Indicator, defined as the “Percentage of vehicles travelling 10km/h or 20km/h or 30km/h faster than the speed limit”, in other words, the percentage of vehicles overspeeding by less than or equal to 10km/h, 20km/h or 30km/h. Mon, 01 Sep 2025 00:00:00 GMT http://repositorio.lnec.pt:8080/jspui/handle/123456789/1020061 2025-09-01T00:00:00Z http://repositorio.lnec.pt:8080/jspui/handle/123456789/1020056 Análise da distração durante a condução em Portugal: evolução dos indicadores de desempenho no âmbito dos projetos BASELINE e TRENDLINE Vieira, S.; Cardoso, J. L. A distração durante a condução pela utilização de dispositivos móveis é um importante fator de aumento de risco de acidentes de viação. Nesta comunicação aborda-se a problemática da distração durante a condução em Portugal, com base nos dados recolhidos nos projetos europeus Baseline e Trendline, cofinanciados pela Comissão Europeia. O projeto Baseline visou o desenvolvimento de Indicadores Chave de Desempenho (IDS) relacionados com a segurança rodoviária, no qual foi incluída a distração durante a condução. No Trendline, dá-se continuidade ao trabalho do projeto Baseline, possibilitando a análise da evolução desses IDS através da recolha de novos dados, usando uma base metodológica comum, apenas ligeiramente atualizada para avaliar os principais fatores influentes na segurança rodoviária. A metodologia adotada envolveu critérios específicos para a seleção de locais e a recolha de dados. Nesta comunicação apresentam-se os resultados da análise dos IDS desagregados por categoria de estrada e tipo de veículo. Os dados recolhidos em 2022 mostram que a maioria dos condutores não utilizava dispositivos móveis ao conduzir, com uma taxa de cumprimento de 98% nas autoestradas. Contudo, a comparação entre os resultados dos projetos Baseline e Trendline revela um aumento de cerca de 2-3% na utilização de dispositivos móveis durante a condução, o que evidencia a necessidade de desenvolver e aplicar intervenções específicas para corrigir este tipo de comportamento perigoso e contribuir para a redução de acidentes e vítimas associados, conforme pretendido na Estratégia de Segurança Rodoviária do País. Thu, 01 May 2025 00:00:00 GMT http://repositorio.lnec.pt:8080/jspui/handle/123456789/1020056 2025-05-01T00:00:00Z http://repositorio.lnec.pt:8080/jspui/handle/123456789/1019997 Effect of aggregate shape representation and deformability on the bituminous mixture stiffness properties using 3D DEM modelling Micaelo, R.; Azevedo, N.; Câmara, G. Given the recognised importance of aggregate shape in the performance of bituminous mixtures, there has been growing interest in developing numerical models that accurately capture the material’s mesostructural characteristics. This paper presents a methodology for incorporating complex aggregate shapes into three-dimensional (3D) Discrete Element Method (DEM) models of bituminous materials and investigates the impact of representing coarse aggregates as deformable bodies on both the geometry and mechanical response of DEM assemblies. This approach was implemented in VirtualPM3DLab, a 3D DEM software that employs Laguerre–Voronoi diagrams to define spherical particle contacts and contact areas, together with a generalised Kelvin contact model to simulate the viscoelastic behaviour of bituminous materials. The mechanical response of DEM assemblies, using rigid single-spherical particle aggregates versus deformable multi-spherical particle aggregates, was analysed through simulated uniaxial tension–compression cyclic tests at various frequencies. The results show that discretising the aggregate volume using a distribution of smaller-radius spherical particles effectively captures aggregate geometry, although the sphere size distribution must be carefully selected to ensure high-fidelity representation. Virtual asphalt specimens with deformable multisphere aggregate particles exhibited higher stiffness moduli and lower phase angles across the tested frequencies compared to rigid single-sphere specimens. These variations in viscoelastic properties were more pronounced with finer aggregate discretisation, due to the increased number of aggregate–aggregate and aggregate–mastic contacts. In contrast, the total number of contacts and their distribution among constituents were very similar for assemblies with irregular particle models (realistic) and subdivided icosahedron models (close to spherical), resulting in a minimal effect of aggregate shape on the overall DEM simulation results. Thu, 09 Apr 2026 00:00:00 GMT http://repositorio.lnec.pt:8080/jspui/handle/123456789/1019997 2026-04-09T00:00:00Z