PSI - Issue 84

Tommaso Pivetta et al. / Procedia Structural Integrity 84 (2026) 1286–1293 T. Pivetta et al. / Structural Integrity Procedia 00 (2026) 000–000

1287

2

several tragic events (García-Macías et al., 2023). The primary objective of SHM is damage identification, which can be achieved through different approaches. Among them, model-based strategies allow not only the detection and quantification of damage, but also the possibility of stress evaluation (Li et al., 2015), and structural reliability assessment (Frangopol et al., 2008). Finite Element Model Updating (FEMU) consists in developing a high-fidelity numerical model of the structure through an iterative calibration process. This procedure can be carried out in several ways, typically through the formulation and minimization of an objective (or error) function by modifying the dominant structural parameters (Chen et al., 2025). In this context, monitoring data play a key role, enabling continuous or periodic updating of numerical models (Sipple et al., 2014) based on the dynamic response and, when available, also on static response measurements (Sanayei et al., 2015). In this paper, the case study of a prestressed concrete bridge subject to controlled crossing of exceptional vehicles under a monitoring system is presented. A high-fidelity numerical model was developed, calibrated with respect to the dynamic response, and subsequently validated through numerical simulations of the heavy vehicles crossing. The calibrated model constitutes a valuable benchmark for future numerical investigations under different damage scenarios (Mccrum et al., 2018), and it may also be exploited to support the development and validation of innovative Bridge Weight-In-Motion (B-WIM) systems (Cantero, 2021), taking advantage of the available monitoring data (Sekiya et al., 2018). 2. Case Study The case study considered in this work is a prestressed concrete multi-span bridge located in northern Italy (See Fig. 1). The bridge was built in 1968 and, during its service life, underwent two major extraordinary maintenance interventions. More recently, it was the subject of an experimental campaign including geometric and material surveys, as well as controlled passages of exceptional vehicles with known gross weight monitored through an SHM system, which enabled the development of a high-fidelity numerical model of the structure.

a)

b)

Fig. 1. Views of the bridge: (a) map view and (b) view from the embankment.

2.1. Bridge description

The structure under investigation is a bridge composed of five simply supported spans. The internal spans are supported by two cap beams resting on six circular piers, while the end spans are supported by two abutments (see