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Hessle, United Kingdom

Hoult N.A.,Queens University | Fidler P.R.A.,University of Cambridge | Hill P.G.,Humber Bridge Board | Middleton C.R.,University of Cambridge
Journal of Bridge Engineering | Year: 2010

As part of an effective bridge management system, sensor networks can provide data to support both inspection and assessment. Wireless sensor networks (WSNs) have the potential to offer significant advantages over traditional wired monitoring systems in terms of sensor, cabling, and installation costs as well as expandability. However, there are drawbacks with WSNs relating to power, data bandwidth, and robustness. To evaluate the potential of WSNs for use in bridge management, a network of seven sensor nodes was installed on the Ferriby Road Bridge, a three-span reinforced concrete bridge. Three displacement transducer nodes were placed across cracks on the soffit of the bridge to measure the change in crack width. Three inclinometer sensor nodes were mounted on two of the elastomeric bearing pads to measure the change in inclination of the bearing pads while a final node monitored temperature in the box that contained the gateway. The installation of the WSN is discussed and data from this network is analyzed. Finally, the use of sensor networks to support inspection and assessment is discussed. © 2010 ASCE. Source


Hoult N.A.,Queens University | Fidler P.R.A.,University of Cambridge | Hill P.G.,Humber Bridge Board | Middleton C.R.,University of Cambridge
Smart Structures and Systems | Year: 2010

Internationally the load carrying capacity of bridges is decreasing due to material deterioration while at the same time increasing live loads mean that they are often exposed to stresses for which they were not designed. However there are limited resources available to ensure that these bridges are fit for purpose, meaning that new approaches to bridge maintenance are required that optimize both their service lives as well as maintenance costs. Wireless sensor networks (WSNs) provide a tool that could support such an optimized maintenance program. In many situations WSNs have advantages over conventional wired monitoring systems in terms of installation time and cost. In order to evaluate the potential of these systems two WSNs were installed starting in July 2007 on the Humber Bridge and on a nearby approach bridge. As part of a corrosion prevention strategy, a relative humidity and temperature monitoring system was installed in the north anchorage chambers of the main suspension bridge where the main cables of the bridge are anchored into the foundation. This system allows the Bridgemaster to check whether the maximum relative humidity threshold, above which corrosion of the steel wires might occur, is not crossed. A second WSN which monitors aspects of deterioration on a reinforced concrete bridge located on the approach to the main suspension bridge was also installed. Though both systems have provided useful data to the owners, there are still challenges that must be overcome in terms of monitoring corrosion of steel, measuring live loading and data management before WSNs can become an effective tool for bridge managers. Source


Grant
Agency: Cordis | Branch: FP7 | Program: BSG-SME | Phase: SME-2011-1 | Award Amount: 1.50M | Year: 2011

Wireless sensor networks have been identified as a research priority by the European Technology Platform on Smart Systems Integration (EPoSS). Recognising this, the SMEs in this Project are seeking EC funding to develop a prototype wide-area wireless sensor network with autonomous nodes containing non-destructive (NDT) sensors, for structural health monitoring (SHM) of large structures, specifically bridges and vessels in petrochemical plant. They have formed a consortium with expertise in a range of technologies needed to optimise solutions and develop this innovative new product. The aim is to develop an NDT node that is autonomous and self-configuring for optimal performance, and requires no maintenance over its operating life. The nodes will be packaged for reliable operation in hazardous environments and will rely on energy harvesting to provide long-term power supply. The wireless communications will allow simple place-and-play usability. The NDT techniques to be implemented are long range ultrasonics for global monitoring of a structure, ACFM for local surface corrosion and cracks, pulse-echo ultrasonics for internal corrosion and tip diffraction ultrasonics for internal cracks. The prototype will show scalability up to very large structures.


Christodoulou C.,AECOM Technology Corporation | Bulmer M.,AECOM Technology Corporation | Cocksedge C.,AECOM Technology Corporation | Wilkinson D.,AECOM Technology Corporation | And 4 more authors.
18th International Corrosion Congress 2011 | Year: 2011

The Humber Bridge officially opened in 1981 and carries 4 lanes of traffic across the Humber Estuary between Barton and Hessle to the west of Kingston-upon-Hull in East Yorkshire, England. When opened, it was the longest span suspension bridge in the world with a main span of 1410m but it currently ranks as the fifth longest span in the world. Humber Bridge Board (HBB) commissioned an internal inspection of the main cables following the discovery of extensive corrosion and broken wires in the main cables of two older suspension bridges in the UK. The main cable inspections revealed widespread, if generally light corrosion with localised pitting and a very small number of broken wires. Dehumidification of suspension bridge main cables is becoming standard practice not only in the UK but worldwide. This paper examines the installation of the Humber Bridge system, discusses the mechanics of atmospheric steel corrosion and explains how the cable dehumidification system will suppress future corrosion. Source


Collins J.,Arup | Hornby R.,Arup | Hill P.,Humber Bridge Board | Cooper J.,Humber Bridge Board
Assessment, Upgrading and Refurbishment of Infrastructures | Year: 2013

The Humber Bridge was opened in 1981 and carries the A15 dual carriageway over the Humber estuary, UK. From opening until 1997, it was the longest single span suspension bridge in the world with a main span of 1410 m. The deck is discontinuous at the towers where pairs of A-frame rocker bearings control the vertical and lateral position of the deck and provide a torsional reaction to the deck box. Extensive wear to the pin bearings of the main-span A-frame rockers was apparent, hampering their performance. Six refurbishment / replacement options were considered prior to selection of replacement of the A-frames by pendels and a wind shoe. The pendels will be connected to the deck box and tower portal beam at their ends using spherical bearing housed pins offering future durability and maintenance advantages. The wind shoe cantilevers from the deck box end, horizontal reaction provided by opposed hydraulically preloaded sliding bearings. Source

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