The paper illustrates a first calibration of the Danieli-d’Elia method for pollutant production determination in urban areas, as described in previous articles, and its application to measured road conditions in a Southern Italian City. In order to perform the calibration, the method was applied to UDC + EUDC driving cycles, theoretically obtained for a given vehicle, both catalysed and non-catalysed. Model predictions were then compared to law requirements for the relative model-year, obtaining the calibration. Next, it was also necessary to devise a procedure to filter the data, which was often subject to heavy electronic noise, causing unrealistic values of the acceleration, and this was also performed and applied to the different sets of experimental data. Once this was obtained, the comparison to real city pollutant production in various traffic and elevation conditions was performed. Finally, on the assumption that in real traffic the individual car’s kinematic conditions are conditioned by the presence of other cars, the measured kinematic diagrams were extended to different car typologies by changing engine speed in the appropriate manner, and consequently the torque. This allows the experimental measurement to be extended to the entire fleet of cars, running on a certain street at a given time, also taking into account velocity distributions, as will be shown.

A two-part electronic system was designed to monitor and maintain the alignment of a bridge which is to be constructed in clay terrain. Previous bridges constructed along this Motorway in Southern Italy were closed for beam misalignment resulting from pillar displacement. The current two-part system was developed to provide a means to continuously monitor the position of the pillars and restore deck-pillar realignment when pillar displacement is detected. The monitoring system measures relative pillar position using a new multiple laser system. The repositioning system is composed of a number of computer controlled mechanical actuators bearing six degrees of freedom. A hydraulic piston coupled to a ring nut gear will be used for lifting, and will hence be intrinsically safe, since this configuration will not allow retrograde motion in case of power failure. Each actuator will allow motion along three perpendicular directions and spherical rotation about a point, to permit rotations of the bridge beams with respect to the pillars during deck-pillar realignment.

The paper presents the most recent developments on electronic bridge control applied to a bridge located along a southern Italian Motorway in an area where a landslip is in slow yet continuous motion. A previous bridge was closed for beam misalignment caused by the landslip action. A new bridge was recently designed with much sturdier foundations, but even during the initial construction phases it was evident that a static solution was undesirable, if not impossible. Jet, based on the observations of the last twenty years, the foreseen movements are relatively small, 20 cm being the maximum horizontal measured displacement in that period. A further version of the bridge has thus been proposed, characterised by lighter and longer decks, in order to negotiate the section with fewer elements. Moreover, the monitoring and repositioning systems have been thoroughly redesigned, to allow an almost continuous adjustment of the bridge decks, severely limiting the realignment times, in order to reduce traffic interruptions. A reduced number of interferometric lasers have been used, using rotating drums with mirrors individually preset to sweep the entire measuring field. The lifters, in their present version, should substitute the props, being used as active connections between pillars and decks, thus being able to support all traffic induced dynamic stresses in the vertical direction. The lifters have also been made sturdier eliminating all ball bearings in favour of teflon sheets. In addition, computer controlled lateral supports have been added to the system, allowing to move the deck horizontally while transmitting traffic or hearth-quake shocks to the pillars. On the top of each lifter an elastic interface bearing strain gauges will enable the measurement of tangential stresses as well as uneven distribution of the load, providing further information on the need of beams realignment.