## 5 Results Analysis
### Simulation Results for Scenarios 1-5
#### 5.2.2 Resilience Loss
By reporting in the y-axis, the values of these reductions of the functionality level expressed in terms of percent, and in the x-axis the time of analysis (i.e., from 6:00 a.m. to 1:00 p.m.)--as well as the time instant \(t_{0}\) when the incident occurs in the north tube (i.e., 7:00 a.m., or in other terms 60 min from the start of analysis period), the time instant \(t_{r}\) when the system starts the recovery process (i.e., 60 (1 h), 120 (2 h), and 180 (3 h) min from \(t_{0}\), or in other terms respectively 120, 180, and 240 min from the start of the analysis period), and the time instant \(t_{h}\) when the system is again fully functional--we build the functionality recovery curves F(%)--t.  
Figures 7-9 show the aforementioned functionality recovery curves for the scenarios investigated in the case of the partial or complete closure of the north tube for a duration of the disruptive event 1, 2, or 3 h, respectively. The resilience loss (\(\text{R}_{\text{LOSS}}=\int_{t_{0}}^{t_{h}}[100-\text{F}(\text{t})]\text{dt}\)) is given, in our case by the extension of the area of the trapezium (i.e., a small extension area means a high-resilience scenario, a large extension area indicates a low-resilience scenario, and a medium extension area represents an intermediate resilience scenario). By comparing Figures 7-9, it can be noted that the resilience loss increases with the duration of the partial or complete closure of the north tube. Figure 7: Functionality recovery curve of both the motorway section containing the tunnel tube investigated and the corresponding road network for the partial or complete closure of the north tube equal to 1 h: (**a**) without alternative route, (**b**) with alternative route. Scenario 1: partial closure of the north tube (only one lane is closed); Scenario 2: complete closure of the north tube and use of the adjacent one for bi-directional traffic with the traffic by-pass opening within 10 min (Scenario 2a), 20 min (Scenario 2b), and 30 min (Scenario 2c), respectively; Scenario 3: partial closure of the north tube with alternative itinerary used by HGVs only; Scenario 4: complete closure of the tube and use of the adjacent one for bi-directional traffic with alternative itinerary used by HGVs only, and traffic by-pass opening within 10 min (Scenario 4a), 20 min (Scenario 4b), and 30 min (Scenario 4c), respectively; Scenario 5: complete closure of the north tube with alternative itinerary used by all the vehicles. Figure 8: Functionality recovery curve of both the motorway section containing the tunnel tube investigated and the corresponding road network for the partial or complete closure of the north tube equal to 2 h: (**a**) without alternative route, (**b**) with alternative route. Scenario 1: partial closure of the north tube (only one lane is closed); Scenario 2: complete closure of the north tube and use of the adjacent one for bi-directional traffic with the traffic by-pass opening within 10 min (Scenario 2a), 20 min (Scenario 2b), and 30 min (Scenario 2c), respectively; Scenario 3: partial closure of the north tube with alternative itinerary used by HGVs only; Scenario 4: complete closure of the north tube and use of the adjacent one for bi-directional traffic with alternative itinerary used by HGVs only, and traffic by-pass opening within 10 min (Scenario 4a), 20 min (Scenario 4b), and 30 min (Scenario 4c), respectively; Scenario 5: complete closure of the north tube with alternative itinerary used by all the vehicles. Figure 9: Functionality recovery curve of both the motorway section containing the tunnel tube investigated and the corresponding road network for the partial or complete closure of the north tube equal to 3 h: (**a**) without alternative route, (**b**) with alternative route.