Wearmouth Bridge

Engraving of 1796 bridge from J Heck's 'Iconographic Encyclopaedia'

This shows a pair of cast iron voussoir panels cross-connected by transverse ties to an adjacent pair (from Heck's 'Iconographic Encyclopaedia').

Mug featuring the first Wearmouth Bridge, made locally by Low Ford Pottery. On display at Sunderland Museum

Copper plate used for producing transfer for mug, also in Sunderland Museum. Curiously, the spandrel rings are missing on the engraved plate

Photo of the first Wearmouth Bridge, displayed at the National Glass Centre in Sunderland

2017

The railway bridge seen through the hangers of the Wearmouth bridge

General

The current Wearmouth road bridge is a through arch bridge across the River Wear in Sunderland, opened in 1929. It is the final bridge over the river before its mouth with the North Sea.

The current bridge is the third Wearmouth Bridge in this position. The first opened in 1796, and then was reconstructed in the 19th century.

The first Wearmouth Bridge opened in 1796, with the foundation stone having been laid in September 1793. It was sponsored by Rowland Burdon, the MP. It is frequently claimed that it was designed by Thomas Paine following a model for a bridge over the Schyulkill River in Philadelphia, Pennsylvania. However, this is not the case - see below.

According to the plaque on the current bridge, its construction "proved to be a catalyst for the growth of Sunderland," since access between Monkwearmouth and Bishopwearmouth had previously only been by ferry, with the nearest bridge at Chester-le-Street. There was originally a toll for traffic and pedestrians, although tolls for pedestrians were abolished in 1846.

It was the second large cast iron bridge in the world, built after the famous span at Ironbridge, but was over twice as long with a nominal span of 240 feet, and only three-quarters the weight. Indeed, at the time of building, it was the biggest single span bridge in the world (72 m), matching the collapsed Trezzo Bridge.

By 1804 distortion of the arch was visible, with a bulge of 20". John Grimshaw (1763-1840), a Quaker and partner in the Deptford ropeworks, was enlisted to investigate. He considered that a flood during construction had scoured the river bed to leave the arch 12-13 in. out of true, and the bulge had increased with time. About a fifth of the supporting tubes had broken or fallen into the river, some of them soon after the bridge was completed. Fortunately the bridge incorporated a timber frame which had prevented its collapse. Grimshaw proposed modifications which included inserting diagonal braces between the arch ribs. Work was also undertaken to straighten the arch.

From 1857 to 1859 it was reconstructed, with Robert Stephenson as Responsible Engineer, although due to ill health he delegated the work to George Henry Phipps (1807-1888). The bridge was stripped back to its six iron ribs, and three tubular wrought iron ribs were added. The hump in the middle was greatly reduced by raising the abutments. The bridge was reopened in March 1859.

Tram lines were installed in 1879, and the toll completely abolished in 1885.

1879 A bowstring girder bridge for the railway was opened close to the Wearmouth Bridge - see River Wear Bridge

1919 'WEARMOUTH BRIDGE REPORT. WEDNESDAY, JUNE 11th, 1919.
The Bridge and Ferries Committee suhmitted the report of Basil Mott, the engineer who was commissioned to make a detailed examination of the Bridge and report as to its condition. Mott stated he had inspected the bridge in detail with the object of ascertaining whether the existing structure is in sufficiently good condition to safely carry the traffic now passing over it without immediateiy putting in hand the powers of reconstruction obtained under the Act of 1915. He had carefully considered this question in the light of his examination and was of opinion that there was nothing of serious nature which called for immediate action. It would not be possible for the Council to carry out the work of reconstruction at the present time except at an excessive and practically prohibitive cost. The condition of the bridge as it stands today did not justify such excessive expenditure, and he considered that the work should be, and could be, safely delayed. The question as to the period for which reconstruction could be postponed was a more speculative one. The bridge was of a composite character, consisting as it did of the original cast iron ribs reinforced at a later period by wrought iron rectangular tubes, etc. From observations taken at regular intervals from 1910 to 1915 it was obvious that movement had taken place, causing a rise in the centre the arch of about four inches. Observations taken recently showed that this movement was still going on, though at a decreasing rate, and the centre of the arch had risen a further two inches since 1915. This movement was causing abnormal and somewhat severe stresses in the arch ribs and should the present rate of rise continue it was probable that distortions and fractures would appear in four or five years. As the reconstruction of the works would require approximately 36 months to complete, he was of opinion that the Council should be prepared to commence such works in about two years time. The calculation upon which this opinion was based was dependent on the assumption that conditions would continue as they were at present. This assumption might be incorrect, particularly in a colliery district, and he suggested, in order to prepared for possible eventualities, that contract drawings and specifications should put in hand now so that a contract for reconstruction could entered into at once should the necessity arise. The preparation of these would take about six months. It is understood that the maximum load allowed was 40 tons. This load should not be exceeded and no more than one vehicle so loaded should be allowed on the bridge at a time. The Committee recommended that the reconstruction of the bridge remain in abeyance for the present but that Mr Mott be instructed to proceed at once with the preparation of the contract drawings and specifications in order that contract for reconstruction may be entered into at time should the necessity arise; also that S. Hedley, who originally advised the Committee as to the colliery workings beneath the bridge, be asked to make a further inspection and report; that the necessary steps taken for complying with the recommendation oof Mr Mott as to limitation of loads on the bridge, and that the Borough Engineer continue to make periodical examinations of the bridge. The report was adopted.'

The Present Bridge

To accommodate the growing volume of traffic, construction began on the current bridge in 1927. The new bridge was built around the old iron bridge to allow the road to remain open. During construction the new arches straddled the iron bridge, with the new abutments set further back from the river. The design of the new bridge was prepared by Messrs Mott, Hay and Anderson. The contract for the building of the new bridge was placed with William Arrol and Co of the Dalmarnock Ironworks in Glasgow (they also built the famous Forth Rail Bridge and the steel structure of Tower Bridge in London). It was opened on 31 October 1929 by the Duke of York (who would later become King George VI).

It was initially intended that the span would be 310 ft, but foundation considerations led to this being increased to 375 ft. It was also decided to change from a two-hinge to a three-hinge structure. A temporary high level structure, weighing 460 tons, was constructed to carry cranes for building the new bridge and demolishing the old, all while allowing traffic to continue to cross.

This photograph, dated 12 November 1928, and these photographs show the new bridge in an advanced stage of construction, with the temporary lattice girder structure and the old bridge still in place.

The cost of the bridge amounted to £231,943 of which £12,000 was spent on dismantling the old bridge.

'The hinges are spherical instead of the usual pin joint on a fixed horizontal axis'

'In the newly-constructed Wearmouth Bridge the ornamental piece from the old bridge, bearing the Sunderland coat of arms, is being retained in the new structure. It was the work of Benjamin Dean Wyatt, the eldest son of the great James Wyatt, who erected large public buildings in almost every county or large town. Benjamin and his brother Phillip erected Londonderry House, Park Lane, and Wynyard House for the Marquess of Londonderry, and the Duke of York's column. The old lamp standards were of a fine design and complaints were made by the shipping people of the confusion caused by its exhibiting a white light, so a coloured red glass was substituted to warn the tall-masted ships of the aerial obstruction.'. Have the old cast iron handrails been reused?

Designer of the 1796 Bridge?

It is not clear to what extent the credit for the design should be shared between Rowland Burdon and Thomas Wilson. Thomas Paine's name has been linked, but the link is tenuous. Paine had designed an experimental cast iron arch bridge, which was cast for him by Walkers of Rotherham. It was erected for exhibition at Lisson Grove, Paddington, London in April 1789. It was dismantled in 1791 and the cast and wrought iron parts returned to Rotherham. Some of the wrought iron strapping appears to have been re-worked and used on the Wearmouth bridge.. Walker's supplied the iron castings for the Wearmouth bridge, and would have provided design advice through their technical manager, William Yates and his son, William Jr.. Walker's are said to have drawn Burdon's attention to Paine's design but on consideration that was rejected as unsuitable. John Rastrick is said to have suggested iron voissour blocks and this probably fed into the design by Burdon and Michael Scarth (d.1805), partner in a ropeworks in which Burdon also had an interest, and afterwards owner of the sailcloth factory at Castle Eden. A trial rib was assembled at Walker's in 1793 before the full bridge was constructed.

H. J. Hopkins notes that after careful investigation, Professor Lewis Gordon of Glasgow maintained that Rowland Burdon was engineer, architect, and paymaster. H J Hopkins states that 'It is probable, however, that the designer was Thomas Wilson'.

Thomas Wilson is recognised for his achievements in erecting the bridge, including putting the ribs of the arch in place using scaffolding

A Report from 1796

'WEARMOUTH BRIDGE -On Tuesday this superb structure was opened for the use of the public, with the promised procession and ceremonies, amidst an immense concourse of spectators from all parts of the kingdom. At nine o'clock, the Sunderland Volunteers fired royal salute from the battery. About ten, the procession, which had been previously arranged by a Committee of the Provincial Grand Lodge of Free Masons for the county of Durham, moved from Mr. Irvine's Inn, through the High-street and Bridge-street, to the South entrance of the bridge. This amazing structure measures in the span of the arch 236 feet, and in height 100 feet; the spring of the arch is only 33 feet, forming a very small segment of a circle: it contains about 250 tons of iron, 210 tons cast and the remainder wrought. The two piers which support the iron work are so high, that ships may pass under the bridge without lowering their masts, and you pass over on a level with the ground on each side. Many of the pieces of stone with which the-piers are built weigh seven or eight tons. The foundation was laid on the 24th of September, 1793. The artists for the iron part are Messrs. Walker, of Rotherham, who have obtained a patent for constructing bridges on this principle. It has been erected under the auspices of Rowland Burdon, Esq. M. P. for the county Durham.'

See Also

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Sources of Information

• [4] Wikipedia