PSI - Issue 84

Marco Civera et al. / Procedia Structural Integrity 84 (2026) 1206–1213

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Fig. 2: View of the Amedeo VIII bridge (a), satellite view of the bridge with measurements directions during the tests highlighted (b), and a photo of the iBHM+ prototype in action (c)

Fig. 3: View of the Regina Margherita bridge (a), satellite view of the bridge with carriageway investigated during the tests highlighted (b), and layout of contact accelerometers used for benchmarking (c)

The third case study is a bridge over the Dora Baltea river located in Strambino, near Turin. This road bridge consists of five simply supported RC spans (Foti & Sabia, 2011). Previous experimental campaigns provided a reference benchmark for the identified dynamic parameters for each span, for comparison with the outcomes of drive by monitoring. The tests were carried out on January 22 nd under light rain, as visible in Fig. 4 (b), and were always conducted with traffic completely suspended in both directions. In the same manner, and to ensure uniformity among the case studies, passages back and forth on the bridge were conducted at similar testing speed regimes: 4.5, 10, 20, 25, 40, and 45 km/h. Consequently, more data were recorded in this case. Stationary measurements were also acquired at the mid-length of each of the five spans to benchmark the dataset against traditional dynamic identification results, as in the Regina Margherita case study. Given the structural configuration of this case study, with nominally identical simply supported spans, it appears suitable for comparing drive-by results span by span. The fourth case study is a long viaduct in the mountain village of Inverso Pinasca, in Val Chisone. The structure consists of four continuous decks separated by expansion joints. Traditional dynamic identification results are available for the first deck (Aimar et al., 2024), which has a total length of 438 m and comprises 11 spans, as highlighted in Fig. 5(a). Notably, some of these spans are severely affected by lateral scouring, induced by the river migration. For all these reasons, the drive-by experimental campaign (performed on January 24 th ) concentrated specifically on this first deck. Traffic was closed in both directions during the acquisitions, and weather conditions remained stable, cold, and sunny. As in the previous case studies, the drive-by tests were performed with repeated passes back and forth in both directions over the portion of the bridge of interest. About the same set of testing speeds was used, with runs at 5, 10, 20, 30, and 40 km/h. Finally, even higher velocities, up to 80 km/h, were also tested. Additionally, one stationary measurement was performed with the vehicle engine switched off at mid-length of the span corresponding to the most scoured foundations (Fig. 5 (b)). This test lasted for 5 minutes, similar to the other ones performed on the other case studies.