Gateshead Millennium Bridge, UK
Peter Curran, Assoc. Dir, Gifford and Partners, London, UK
Fig. 1: The Gateshead Millennium Bridge
Introduction
The Gateshead Millennium Bridge is a
movable bridge for pedestrians and cy-
clists with a unique tilting action – the
fifth dimension – and spanning 105 m
across the River Tyne in close compa-
ny with the famous bridges by engi-
neers Robert Stephenson, Sir William
Armstrong and David Anderson. It was
the result of collaboration between en-
gineer and architect in an internatio-
nal design competition and procured
through a partnering process. This pa-
per describes the design from concept
through development and analysis and
explains the design criteria adopted
for static and dynamic conditions.
Background
The River Tyne has six major bridges
in the central city area, three being of
outstanding historic and engineering
significance. The high level bridge,
1849, is a spectacular double-deck rail
and road bridge designed by Robert
Stephenson. Armstrong’s Swing Bridge,
the only low-level bridge, was opened
in 1876, and was the largest swing bridge
constructed at that time. The Tyne
Bridge by David Anderson, opened in
1928, is a 2-pinned steel arch designed
in parallel with the Sydney Harbour
Bridge. Each of these structures was at
214 Recent Structure
the forefront of innovation in their day
and hard acts to follow.
In the mid-1990s Gateshead Metro-
politan Borough Council conceived
plans to redevelop the riverside and
adjacent derelict areas linking this to
the already regenerated quayside on
the Newcastle side of the river. With
the opportunities offered by funding,
Gateshead Council initiated a design
competition for a new crossing which
attracted an international field of forty
seven entries. Six teams pre-qualified
and were invited to submit design pro-
posals.
The brief required a landmark struc-
ture which provided 25 m clearance in
the open position across the naviga-
tion channel, yet link the quaysides at
only 4 m to 5 m above river level, and
without any construction on the quays
themselves (Fig. 1).
Historically, movable bridges have de-
veloped through four dimensions of
movement, as shown in Fig. 2, starting
with the medieval draw bridge and its
subsequent variants. These were fol-
lowed by swing bridges, retractable
or telescopic bridges (including trans-
porter bridges), and lift bridges. After
due consideration of these convention-
al and well developed options, the mode
of movement adopted for the Gateshead
Structural Engineering International 4/2003
Millennium Bridge was by rotation in a
vertical plane perpendicular to the direc-
tion of travel – the fifth dimension. Early
sketches are shown in Fig. 3.
The scheme proposed was an innova-
tive and adventurous design in the
form of a tilting bridge formed of a
pair of steel arches, pivoting from a
common springing point within con-
crete pilecaps. The way it operates can
be compared with raising the visor on
a motorcycle helmet, or the opening of
an eyelid. The whole 800 t bridge ro-
tates and opens to allow the passage of
ships underneath. In this respect it is
unique and simple. The operating sys-
tem has hydraulic jacks, which push on
a steel paddle from underneath a pivot
point and rotate the bridge as a whole.
In the open position the connecting
suspension cables are horizontal and
hold the pair of arches together.
Procurement
The unique and complex nature of the
project led to a desire to appoint a
‘preferred contractor’ at an early stage,
to enable their input into the develop-
ment of the design. It was decided to
adopt a target cost contract and fol-
lowing a two-stage process. Over a pe-
riod of 12 months the design was de-
veloped and the target cost established.
Structural Design
The parabolic steel arch comprises a
kite-shaped section tapering in both
plan and elevation (Fig. 4). It is fabri-
cated primarily from steel plate up to
35 mm thick, internally stiffened longi-
tudinally and transversely. The arch
houses stay anchorages orientated into
the plane of the stay cables.
External to the arch, the connection of
the spiral strand stay-cables is by tradi-
tional open fork-ended sockets. At-
tachment lugs on the arch are seated in
the hemispherical recesses and con-
nected to diaphragm plates and stiff-
eners within the arch. The 18 stay-ca-
bles are formed from galvanised wire
and have an adjustable anchorage at
1.
2.
3.
1. Drawbridge. Rotation in a vertical plane, Horizontal axis perpendicular to road.
2. Swingbridge. Rotation in horizontal plane, vertical axis.
3. Retractable (or telescopic) bridge. Linear movement, horizontal direction.
4. Liftbridge. Linear movement, vertical direction.
5. Fifth dimension. Rotation in vertical plane, horizontal axis parallel to road.
Fig. 2: Five dimensions of movement
the connection to the deck where they
pass through a cylindrical hole within
which the anchorage plate is embed-
ded. Spirally wound galvanised wire
cables were selected because of their
proven track record over many years
and the simplicity and compactness of
their anchorages.
The deck is parabolic in elevation and,
being curved in plan, presents a most
complex geometrically warped shape.
The main element is of steel box con-
struction, tapering in plan from the
quayside towards the centre of the riv-
er. The box section accommodates the
stay-cable anchorages in elliptical re-
cesses accessed from the soffit, and
sized to enable any re-stressing of the
cables to take place from this location.
The upper surface of the box will be
coated with a non-slip epoxy coating.
Transverse steel beams are cantilevered
from the steel box at about 3 m spacing
and radiate outwards around the curve
and support a lightweight aluminium
deck to carry the cycleway. The cycle-
way is of constant width over the length
of the bridge and is about 300 mm
lower than the adjacent footway, thus
. were stipulated to allow for system
max
4 m ax.
m failures or adverse conditions.
2m
Arch
Fig. 4: Cross section through the arch
Structural Engineering International 4/2003
4.
5.
Fig. 3: Engineer’s sketches of concept
enabling the different required para-
pet heights for pedestrians and cyclists
to be accommodated uniformly across
the section (Fig. 5).
The two elements, cycleway and foot-
way, are connected at intervals by a
series of steps, and separated by an
integral seating arrangement so that
bridge users can pause to enjoy the
spectacular views of the riverside.
Dynamic Behaviour
The dynamic behaviour in wind and
the response of the structure during
opening operations were identified as
key issues at an early stage in the de-
sign. Investigations were therefore put
in hand for wind tunnel testing at the
University of Western Ontario under
several different wind directions and
bridge opening conditions and a pro-
gramme of analysis for the potential
interaction of hydraulic systems with
the bridge structure was also carried
out. The aerodynamic testing was com-
prehensive and quite conclusive that
the structure would be stable in wind
speeds up to 60 m/s.
1,32 8
2 m m max .
m
ax.
16,50º
1,1 m
1m
Fig. 5: Cross section through the deck
The hydraulic interaction analysis set
out to prove that the bridge could be
opened satisfactorily in 4 min in wind
speeds up to 14 m/s and in emergency
operation in winds up to 25 m/s.
Response to pedestrian loading was
modelled and it was shown that any
movement or vibration, in either verti-
cal or transverse directions, would be
well within the limits of human toler-
ance. The structure is stable under all
types of dynamic loading.
Mechanical and Electrical
Services
As part of the package for mechanical
and electrical services it was decided to
subcontract detailed design and manu-
facture of the equipment required to
move the bridge as well as the bearing
assemblies to support the bridge.
The bridge required systems to open it,
which could push and pull, because the
centre of mass passes over the pivot
point during opening. Ram loads could
change from 10 000 kN push to 4500 kN
pull during this sequence, in fully oper-
ational wind conditions. Various emer-
gency procedures and requirements
1,4 m
Footway
Cycleway
Recent Structure 215
Synchronisation of the ram systems on
each side of the river was vital to en-
sure the structure was not adversely
twisted and control devices keep the
two sets within 25 mm of each other.
All the necessary plant and equipment
including pumps, control panels and
emergency generators are housed
within the end supports of the struc-
ture. Main power is supplied from a
sub-station on the south bank of the
river and passes through the deck to
supply the systems on the north side.
Erection
Initial plans were that the erection se-
quence would be as follows:
– transport segments of the steelwork
to local work area for joining
– weld the arch into one piece, attach
bearing trunnion housings and install
with floating cranes and temporary
guying
– join the deck segments; install side
“thirds” followed by the central part
temporarily supported on piles
– make site connections, install stay-
cables
– install and commission mechanical
and electrical services.
Design development and enquiries
over crane availability led to a revised
proposal (which had been considered
at the concept stage) to assemble the
bridge on the quayside and lift it into
position as one piece. This plan remov-
ed a great deal of the risk of working
over water and shortened the programme
for installation by largely completing
steelwork fabrication prior to erection.
The various sections of steelwork were
delivered by road to the works at
Hadrian Yard on the banks of the Riv-
er Tyne and the arch segments were
Fig. 6: Transportation of superstructure
216 Recent Structure
painted and welded on a carefully set
out support system. On completion the
arch was lifted into position and the
deck segments were moved under it to
be joined. At this stage the stay-cables
hung surreally from the arch, looking
for something to support.
Cantilever beams for the cycleway
were welded on and the nosing was
added. At this stage the sheer scale
and elegance of the structure began to
be realised and preparations were in
hand for meeting the proposed lifting
date of 6 November 2000 (Fig. 6).
The Asian Hercules floating crane,
with a capacity; of 3200 t is the largest
in-shore floating crane in the world
and was prepared in readiness for the
9 km journey up river. However, in
the event weather conditions were so
stormy that the planned lift date had
to be postponed. The weather finally
relented and the bridge was successful-
ly lifted, transported and positioned on
the 20 November 2000, a perfectly still
and clear day (Fig. 6). The spectacular
occasion attracted tens of thousands of
spectators lining both banks of the river.
Finishes
Apart from the general form of the
bridge, which has a huge visual impact,
the finishes are the part with which the
user comes into the most direct con-
tact. The cycle path is made up from a
series of aluminium extrusions with in-
tegral linking. It has a running surface
that offers good grip for cycles but
moreover is of light construction, which
is important for the outermost can-
tilevered part of the deck. With its
lightness the deck also provides a de-
gree of transparency which will be
perceived best when the bridge is tilted
open and the soffit is fully exposed.
Structural Engineering International 4/2003
The main pedestrian deck surfacing
consists of a slip resistant epoxy bound
aggregate system.
Between the two decks which are at
differing levels are located a series of
benches and metal ‘hedges’. The bench-
es offer the opportunity to pause and
reflect on the bridge, admiring views
back up to the Tyne Bridge, while the
hedges, which consist of formed perfo-
rated stainless steel sheet on an inter-
nal frame, offer a degree of protection
from the wind. The parapets are metal
and are purpose designed. At the ends
of the bridge a series of gates are in-
corporated to control access on the oc-
casions when the bridge is opened to
shipping. The two concrete supports to
the bridge, built into the river, provide
glass enclosures, one of these used as a
control room and the other is expected
to house events and exhibitions in the
future.
Conclusions
The unique design of the Gateshead
Millennium Bridge, utilising the fifth
dimension of movement, has been
completed successively and proven to
be fully satisfactory under service con-
ditions. The bridge was opened to the
public on 17 September 2001 with re-
ported queues of 30 000 people waiting
to cross the river. In 2002 it became the
first bridge to win the Royal Institute
of British Architects 2002 Stirling Prize
for ‘Building of the Year’. It has become
an icon of North East England, a source
of great pride to the local population,
and is proudly promoted as the focal
point of the region’s regeneration.
SEI Data Block
Owner:
Gateshead Metropolitan Borough
Council, UK
Structural design:
Gifford and Partners, Southampton, UK
Architect:
Wilkinson Eyre Architects, UK
Contractor:
Harbour and General Works Ltd, UK,
Volker Stevin, UK
Sub-contractors:
M & E, Watson Steel and Kvaerner
Markham, UK
Steel (t): 800
Concrete (m3): 7050
Total cost (EUR millions): 24
Service date: September 2001