PSI - Issue 84

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

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Fig. 6: aerial view of the portion of Ta.Na. of interest, with the Volto Santo viaduct highlighted in red, Sant’Eframo viaduct in blue, and Capodichino viaduct in green, with a structural detail of each case study 4. Conclusions and Future Work The work presented the iBHM+ prototype vehicle and the first full-scale tests conducted on several bridges between Turin and Naples. The selection was carefully chosen to include both simply supported and continuous beam decks, wherever possible with a benchmark from physically-attached sensors installed on one or multiple spans. The tests demonstrated the feasibility of rapid data collection for indirect bridge SHM. Data analysis is still ongoing, but preliminary results show promising outcomes. A full dynamic characterisation of the vehicle will be reported soon, followed by the analysis of the dataset collected on Regina Margherita bridge and the remaining case studies, corrected for vehicle-induced effects (tyre mechanical filtering, suspension dynamics, EV natural frequencies, etc). Among future works, automated dynamic identification using Automated Operational Modal Analysis (AOMA) algorithms will be applied to the presented datasets (Massarelli et al., 2025), together with mode shape estimation using GNSS-based vehicle positioning (Quqa et al., 2022). Also, the comparison between raw accelerometer data and their pitch, bounce, and roll components (Cheema et al., 2022) is of interest. A comparison with the outcomes from smartphone measurements, following the research by (Sadeghi Eshkevari et al., 2020), will be considered for eventual crowdsourcing solutions. Preliminary results suggest that bridges with medium-length simply supported spans are, in general, easier to identify with drive by methodologies, while continuous decks require more careful interpretation, due to higher mode shape complexity and longer influence length. These results indicate both the potential applications and current limitations of this innovative monitoring method. Finally, the examination of bridge typologies not yet covered, including but not limited to steel superstructures and historical masonry arch bridges, will be conducted in future campaigns. Acknowledgements This work is part of the research activity developed by the authors within the framework of the “PNRR”: MOST – Sustainable Mobility National Research Center - SPOKE 7 “Cooperative Connected and Automated Mobility and Smart Infrastructures” - WP4" and received funding from the European Union Next-GenerationEU (PIANO NAZIONALE DI RIPRESA E RESILIENZA (PNRR) – MISSIONE 4 COMPONENTE 2, INVESTIMENTO 1.4 – D.D. 1033 17/06/2022). The Authors would also like to acknowledge: the Ufficio Ponti Comune di Torino for the technical and practical support on Regina Margherita and Amedeo VIII bridges, the Città Metropolitana di Torino for the support on Inverso Pinasca and Strambino bridges, and finally, the Tangenziale di Napoli SpA and ASPI SpA for the support during the Ta.Na. experimental campaign. References

Aimar, M., Civera, M., Chiaia, B., Foti, S., Quattrone, A., & Sabia, D. (2024). Dynamic measurements for assessing bridge response to foundation scour. In Bridge Maintenance, Safety, Management, Digitalization and Sustainability (pp. 1592–1600). CRC Press.