A Revolutionary Design
When the government announced that the Forth Road Bridge – a similar proposal for a tolled suspension bridge – would take priority over the Severn, the design team used the delay that ensued, taking advantage of an opportunity that arose as a direct consequence of what initially appeared to be a minor disaster, to develop a revolutionary design.
As the spans of suspension bridges got longer, the stiffening girders under the roadway were designed as deep open trusses. Initially, the Severn Bridge was to have a deep steel truss, similar to the one used on the Forth Bridge. But disaster struck when a model of the truss broke free, as it was being tested in a wind tunnel, and was smashed to pieces.
What to do? The engineers used the time provided by this accident to explore a radical new idea. Instead of allowing the wind to blow through the bridge, why not streamline the deck using aeronautical technology to produce a design similar to the wing of an aircraft. A shallow box section could be both strong and aerodynamic. It would allow large savings in the weight of steel used in the deck, the towers and the cables – as well as making repainting much easier. This revolutionary idea, to use an aerodynamic box section for the stiffening girder, was tested in the wind tunnel and it proved to be very effective!
The design for the Severn Bridge, that eventually emerged from the developments described above, includes two 400 ft (125m) high towers, one on either side of the estuary. Each tower consists of a tall hollow box, with walls built of stiffened steel plates, up to 1 inch (2.5 cm) thick. The mass concrete foundations for these towers are of crucial importance; on the Aust (west) side, the foundation is located on a rocky outcrop that emerges from the estuary at low tide. On the Beachley shore to the west, ground conditions are far less favourable with a thick layer of marl, overlying bands of limestone rock, which had to be removed so that mass concrete could be laid directly on a surface of rock.
Other major elements of the bridge include the two catenary cables, one on each side of the bridge, to which the hangers, which ultimately support the deck of the bridge, are attached – and the deck itself. The abutments, at the very ends of the bridge, are massive in-situ concrete blocks, to anchor the main cables securely. Each completed cable, approximately 20 inches (50 cm) in diameter, contains 8322 individual strands of 0.196 inch diameter galvanised steel wire. These wires were taken across the estuary, two at a time, from one abutment to the other, over the tops of both towers, in a process known as ‘spinning the cable’.
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A simple and revolutionary concept was developed to produce the renowned Severn Bridge, with its distinctive and elegant shape. It was the first suspension bridge in the world to use the idea of an aerofoil-shaped box girder deck, a feature that has subsequently been adopted for many other world class bridges, including those on the Humber and the Bosphorus. The significance of this major step forward in bridge design has been recognised by the award of the Grade 1 Listing for the bridge.
Design of the Wye Bridge and Viaducts
The location chosen for the Severn Bridge committed the government to providing a new bridge across the nearby River Wye, together with two adjacent stretches of viaduct. These structures are integral parts of the Severn road crossing and therefore worthy of mention here. The Wye Bridge has a main span of 235 metres and, although it is rather dwarfed by its majestic neighbour, (main span 988 metres), it was, on completion, the fifth longest span road bridge in Britain.
The particular form of design chosen for the Wye Bridge – a cable stayed bridge – will take centre stage as our story of the bridges across the Severn unfolds. It was, at that time, new to the United Kingdom although another cable stayed bridge was being built at the same time across the River Usk in Newport, only a few miles west. The cables that support the roadway, unlike a suspension bridge, are straight and are fixed to the pylon, or tower, at one end, and the bridge deck at the other. They act rather like guy ropes on a tent or the stays supporting the mast of a sailing boat.
The decking for the stretches of viaduct on either side of the Wye Bridge consists of standardised steel box girder units that were welded together on site. This deck is supported by steel box trestles at 64 m centres, with splayed legs that are pivoted at the top and the base. Similar box girder units were used to construct the deck of the Wye Bridge but with an important addition that is described in the additional information that can be accessed by following the link immediately below.
With construction underway in 1961, the Severn Bridge was to become an enduring symbol of the connection between England and Wales, providing stimulus to industrial growth, enhanced prospects for the region, and success beyond anything that could realistically have been envisaged. The revolutionary design, using an aerofoil box girder for the bridge deck, has since been adopted around the world. British engineering led the way!