GATESHEAD MILLENIUM BRIDGE INFRASTRUCTURE -II

I. INTRODUCTION
The Gateshead Millennium Bridge is a pedestrian and cyclist tilt bridge spanning the River
Tyne in England between Gateshead's Quays arts quarter on the south bank, and the Quayside
of Newcastle upon Tyne on the north bank. The award-winning structure was conceived and
designed by architects Wilkinson Eyre and structural engineers Gifford. The bridge is often
referred to as the 'Winking Eye Bridge' due to its elliptical shape and its rotational movement.

GATE SHEAD MILLENIUM BRIDGE (ELEVATION & SIDE ELEVATION)

GENERAL STATISTICS & DETAILS - GATESHEAD BRIDGE

BRIDGE FUNCTION PEDESTRIAN & CYCLIST BRIDGE

DESIGN TYPE TILT BRIDGE

TOTAL LENGTH 126m

WIDTH 8m

LONGEST SPAN 105m

WEIGHT 850 tonnes

HEIGHT 50m

II. BRIDGE DESIGN & ORGANIZATIONS INVOLVED

Wilkinson & Eyre Architects

ARCHITECTS & STRUCTURAL ENGINEERS
Gifford & Partners

The unique design by Wilkinson & Eyre Architects and Gifford & Partners continues the
tradition of innovative and cutting edge technology that is the hallmark of all the bridges over
the River Tyne.
The bridge not only looks stunning but also uses precision engineering to tilt – like the opening
of an eye.

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The bridge is made up of a pair of steel arches:

• The deck that comprises of the pedestrian and cycle path;
• The supporting deck that forms an ark over the river.
The pedestrian and cycle deck is an almost-horizontal curve, suspended above the river from a
series of suspension cables. These suspension cables going to and from the arch and deck
help to give stability for those crossing the bridge.
The pedestrian deck is about a foot higher than the cycleway to provide clear views of the
river and to allow a higher safety guard to be used for cyclists.
There are two glass canopies at each end of the bridge, which are used to operate the
hydraulic system.
The bridge tilts as a single, rigid structure. As the arch lowers, the pathway rises, each
counterbalancing the other. This ensures a minimum amount of electricity is used during each

SUPPORTING
PEDESTRIAN
DUAL ARCHES
DECK
DECK

tilt.

I. CONSTRUCTION TECHNOLOGY

III.1 CONCEPT DESIGN

The brief required a landmark structure which provided 25m clearance in the open position
across the navigation channel, yet link the quaysides at only 4-5m above river level, and
without any construction on the quays themselves.
The solution proposed by Gifford & Partners (Consulting Engineers), working with Wilkinson
Eyre Architects, was a simple but innovative and adventurous solution in the form of a tilting
bridge formed by a pair of steel arches, pivoting from a common springing point within
concrete pilecaps. It can be compared in the way it operates with the raising of a visor on a
motorcycle helmet, or the opening of an eyelid. The whole 800 tonne bridge rotates and opens
to allow passage of ships underneath. In this respect, it is unique and simple. The operating

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 GATESHEAD MILLENIUM BRIDGE INFRASTRUCTURE -II

system 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.

III.2 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 development of the design. It was
decided to adopt an NEC target cost contract and following a two stage process Harbour and
General Works Limited/Volker Stevin were appointed. Design development then brought into
play preferred sub-contractors for steelwork and M&E, Watson Steel and Kvaerner Markham
respectively following similar qualification processes in conjunction with the main contractor.
Over a period of about 12 months the design was developed and target cost established.

III.3 STRUCTURAL DESIGN

The parabolic steel arch section comprises a kite-shaped section tapering in both plan and
elevation. It is fabricated primarily from steel plate up to 35mm thick, stiffened both
longitudinally 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 traditional open fork
ended sockets. Attachment lugs on the arch are seated in the hemispherical recesses and
connect through onto diaphragm plates and stiffeners within the arch. The 18 stay cables are
formed from galvanised wire and have an adjustable anchorage at the connection to the deck
where they pass through a cylindrical hole within which the anchorage plate is bedded.

The deck is also parabolic in elevation and, being curved in plan, presents a most complex
geometrically warped shape.
The main element is of steel box construction, tapering in plan from the quayside towards the
centre of the river. The box section accommodates the stay cable anchorages in elliptical
recesses accessed from the soffit, and sized to enable any 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.
From the steel box are cantilevered transverse steel beams at about 3 metre spacing which
radiate outwards around the curve and support a lightweight aluminium deck to carry the
cycleway. The cycleway is of constant width over the length of the bridge and is about 300mm
lower than the adjacent footway, thus enabling the different required parapet heights to be
accommodated uniformly across the section.
The two elements, cycleway and footway, are connected at intervals by a series of steps, and
separated between by an integral seating arrangement so that bridge users can pause to
enjoy the spectacle of the views of the riverside.

III.4 MECHANICAL & ELECTRICAL SERVICES

As part of the package for mechanical and electrical services it was decided to subcontract
both detailed design and manufacture of the equipment required to move the bridge as well
as the bearing assemblies onto which the bridge was to sit.
The bridge requires 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
4,500.kN pull during this sequence, in fully operational wind conditions. Various emergency
procedures and requirements were stipulated to allow for system failures or adverse
conditions.
Synchronization of the ram systems on each side of the river was vital to ensure the structure
was not adversely twisted and control devices keep the two sets within 25mm of each other.

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All the necessary plant and equipment including pumps, control panels and emergency
generators are housed within the end supports of the structure. Main power is supplied from a
substation on the south bank and passes through the deck to supply the systems on the north
side.

III.5 ERECTION PROCEDURE

The initial plans for erection were as follows:
• Transport steel works to local work area for joining
• Weld arch into one piece and attach bearing trunnion housings and install with floating
cranes and temporary guying.
• Join deck segments with three parts and install side “thirds” followed by central part
temporarily supported on piles.
• Make site connections, install stays.
• Install and commission Mechanical and electrical services
Design development and enquiries over crane availability led to a revised proposal (which had
been considered at concept stage) to assemble the bridge on the quayside and lift it into
position as one piece. This plan would remove a great deal of the risk of working over water
and shorten the programme for installation by largely completing steelwork fabrication prior to
erection.

The various sections of steelwork were delivered by road to the AMEC works at Hadrian Yard
on the banks of the River Tyne and the arch segments painted and welded in flat position on a
carefully set out support system. On completion the arch was lifted up into elevational position
and the deck segments were moved under it to be joined. The stay cables hung surreally from
the arch, looking for something to support.

The cycleway cantilever beams were welded on and nosing 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.
The Asian Hercules floating crane, with a capacity; of 3,200 tonnes is the largest in-shore
floating crane in the world and was prepared in readiness for the 9km journey up river.
However, weather conditions were such that the planned lift date was unsuitable.
The weather finally relented and the bridge was successfully lifted, transported and positioned
on the 20 November 2000 in spectacular style.

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III.6 FINISHES
Apart from the general form of the bridge which impacts on the user in a visual way the
finishes of the bridge are the part which the user comes into direct contact with most.
These comprise firstly the deck. For the cycle path this is made up from a series of aluminium
extrusions with integral linking. This surface offers good grip for cycles but moreover is of light
construction which is important for the outermost cantilevered part of the deck. With the
lightness the deck also provides a degree of transparency which will be perceived best when
the bridge is tilted open and the underside of the deck is fully exposed. The main pedestrian
deck surfacing consists of epoxy bound aggregate system.
Between the two decks which are at differing levels are located a series of benches and metal
‘hedges’. The benches 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 perforated stainless
steel sheet on an internal frame, offer a degree of protection from the wind. The parapets are
metal and are all purpose designed. At the ends of the bridge a series of gates are
incorporated to control access to permit opening.
The two concrete supports to the bridge, built into the river, provide all glass enclosures, one
of these to be used as a control room and the other is expected to be fitted out in the future to
house events or possibly exhibitions.

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 GATESHEAD MILLENIUM BRIDGE INFRASTRUCTURE -II

I. BRIDGE ROTATION :- “The Blinking Eye Bridge”

45°
The

bridge by purpose being a tilt bridge, consists of a

pivot mechanism. The pivot mechanism enables the pedestrian arch of the bridge to tilt,
allowing navigational clearance. After which, the arch resumes its original orientation.

Tilt of the vertical arch to enable navigation. The

tilt takes 4 minutes in total.

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II. TIME LINE FOR CONSTRUCTION

The bridge had taken a total of 3 years to be constructed. The split up of the time line is as
suggested below:

August 1996 DESIGN COMPETITIO LAUNCHED

WINNING DESIGN ANNOUNCED.

February 1997
DETAILED DESIGN STARTED.

May 1997 CONSTRUCTION WORK BEGINS

ASIAN HERCULES TRANSPORTS

November 2000
BRIDGE 6 MILES FROM WALLSEND.

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OPEING MECHANISM USED FOR THE

November 2000
FIRST TIME

September 2001 BRIDGE OPENED TO PUBLIC

THE QUEEN OFFICIALLY OPENS

May 2002
GATESHEAD MILLENIUM BRIDGE

III. FUNDING
Gateshead Millennium Bridge was funded by:
• The Millennium Commission £9.8m
• European Regional Development Fund (ERDF) £3.0m
• English Partnerships, East Gateshead Single Regeneration Budget and Gateshead
Council.

I. AWARDS

VII.1 DESIGN AWARDS

• North East England Tourism Award 2009 - Gold winner
• Outstanding Structure Award by the International Association for Bridge and Structural
Engineering 2005
• Concrete Society Award - Civil Engineering and Overall Winner 2005
• Balthazar Neumann Prize 2004
• Institution of Structural Engineers Awards, Supreme Award for Structural Excellence 2003
• Steel Industry Structural Steel Design Award 2002

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• ar+d Emerging Architecture Awards, Commendation 2002

• RIBA Stirling Prize 2002
• Construction News Medium Projects of the Year 2002
• Emerging Architecture Awards, Commendation 2002
• Blueprint Awards, 'Best New Building'Finalist 2002
• Bridge Design and Engineering Footbridge Awards, Aesthetics (Long Span) Award 2002
• British Construction Industry Award, High Commendation in the Civil Engineering Category
2002
• Business Week & Architectural Record Award 2002
• Civic Trust, Building Award 2002
• Concrete Society Award, Concrete Society Certificate of Excellence - Civil Engineering
Winner 2002
• Institution of Civil Engineers Awards – Brunel Medal 2002
• Institutes of Marine Engineers/and Naval Architects, Excellence in Marine Design, 2002
• Institution of Civic Engineers, Northern Counties Association, Robert Stephenson Award,
Special Achievement Award 2002
• Award of Excellence 2002

VII.2 LIGHTING AWARDS

• Civic Trust, Exterior Lighting Award, Shortlisted 2002
• RIAS - Urban Design LIghting Award 2002
• International Association of Lighting Designers Award of Excellence 2002
• Illuminating Engineering Society of North America - International Illumination Award
2002
• UK National Lighting Award in the Exterior Lighting category 2002

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INDEX OF CONTENTS

I. INTRODUCTION.....................................................................................................................1
II. BRIDGE DESIGN & ORGANIZATIONS INVOLVED....................................................................1
III. CONSTRUCTION TECHNOLOGY..........................................................................................2
III.1 CONCEPT DESIGN...........................................................................................................2
III.2 PROCUREMENT...............................................................................................................2
III.3 STRUCTURAL DESIGN.....................................................................................................2
III.4 MECHANICAL & ELECTRICAL SERVICES...........................................................................3
III.5 ERECTION PROCEDURE...................................................................................................3
III.6 FINISHES.........................................................................................................................4
IV. BRIDGE ROTATION :- “The Blinking Eye Bridge”................................................................5
V. TIME LINE FOR CONSTRUCTION............................................................................................6
VI. FUNDING............................................................................................................................7
VII. AWARDS............................................................................................................................7
VII.1 DESIGN AWARDS...........................................................................................................7
VII.2 LIGHTING AWARDS........................................................................................................8
VII.2 LIGHTING AWARDS

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