PSI - Issue 84

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

1211

Fig. 4: Bridge in Strambino (a), and a photo of the iBHM+ prototype during the tests (b)

Fig. 5: Satellite view of the Inverso Pinasca bridge with portion of interest highlighted (a), and the iBHM+ prototype during a stationary test on it (b). Note the area where the river, coming closer to the infrastructure, is eroding the foundations on its northern side (Aimar et al., 2024).

3.3. The Tangenziale di Napoli (Ta.Na.; March 2025) experimental campaign. The experimental test campaign in Naples was conducted between March 4 th and 6 th on three highway viaducts located one after the other in a section of the Tangenziale di Napoli (Ta.Na.), as represented in Fig. 6. Data were collected using the prototype moving platform on the three case studies in one run, one after the other, for two consecutive nights. The structures investigated are: (i) The Volto Santo viaduct, a prestressed RC bridge with four simply supported spans, occupying only the southernmost half-carriageway (West-to-East direction), as highlighted in red in Fig. 6. For a detailed description, please refer to the works of (Mariniello et al., 2025); (ii) The Sant'Eframo viaduct, again consisting of four simply supported spans, spanning a total length of approximately 75 m. Each deck consists of eight prestressed concrete I girders, which are connected by a 20-cm RC slab and four transverse beams (in blue in Fig. 6); and (iii) The Capodichino viaduct, a very long continuous-deck infrastructure, composed of two adjacent composite box-girder decks supported by RC piers. It features 18 spans for a total length of 1360 m, as shown in green in Fig. 6. A detailed structural description is provided by (Cianci et al., 2026). All tests were carried out at night, with the carriageway temporarily closed to traffic, thereby enabling controlled passes in both West-to-East and East-to-West directions (except, as said, the Volto Santo). For each bridge, a sequence of repeated crossings at increasing speeds was performed, following the same general scheme adopted in the first campaign. Runs were conducted at 5 km/h, 20 km/h, 40 km/h, and 50 km/h in all three cases, with additional high speed passages at 60 km/h and 80 km/h just on the Capodichino viaduct, to investigate the effect of higher speeds on a long-span highway viaduct. Stationary measurements were also acquired for all three viaducts. Since both the Volto Santo and Sant’Eframo viaducts have one permanently monitored span each, the stationary tests were performed at the mid-length of these spans. For the Capodichino viaduct, four stationary acquisitions (always lasting 5 minutes) were recorded at the mid-length of selected spans. This test campaign in particular demonstrated the iBHM+ platform's high potential for efficiency, showing that multiple bridges can be monitored within a few hours under controlled conditions. This highlights the potential of drive-by methodologies to support infrastructure owners in efficiently assessing multiple structures during a single inspection. To conclude, each case study of both campaigns incorporates a large amount of synchronous data collected using the instrumented iBHM+ vehicle, including triaxial acceleration time histories, as well as inertial and GNSS positioning data.