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HENDON PARK PEDESTRIAN BRIDGE – A BRIDGE FOR

THE FUTURE
Will Pank, Beca Ltd., New Zealand

ABSTRACT
The Hendon Park Pedestrian Bridge will be a landmark feature of the NZ Transport Agency’s
Waterview Connection project forming the final link of Auckland’s Western Ring Route. The
bridge is designed to carry a 320 m long shared path over SH20 to provide connections into the
cycle network and recreational facilities beside the motorway. The bridge will be 25 m high with
a curved concrete deck suspended from a 100m span steel arch.

The elegance and simplicity of the structure belie the complexity of the design. This paper
describes some unusual techniques used to turn creative vision into buildable structure. State-
of-the-art parametric modelling technology was used to generate the bridge form from geometric
and site constraints. Construction challenges include curved post-tensioned concrete approach
spans cast integrally with diamond-section piers. Staged erection of the arch and main span will
be coordinated with construction of the motorway below due for completion in 2017.

The design honestly celebrates the structural form in a seamless integration of architecture and
engineering. As part of the largest road infrastructure project in New Zealand the Well-
Connected Alliance will enhance the local area with this stunning new landmark linking
communities for generations to come.

INTRODUCTION
The Waterview Connection is a new 5 km long motorway and tunnel project currently being
constructed for the NZ Transport Agency costing NZ$1.4B. The scope of work comprises a dual
three lane motorway linking State Highway 20 (SH20) to State Highway 16 at Waterview. The
project includes 2.4 km of twin bored tunnels, 2 km of bridges, 3 km of retention structures,
associated highway civil works and significant urban design improvements to the
neighbourhoods along the route of the motorway. The project is being delivered under an
Alliance procurement model between NZ Transport Agency, Fletcher Construction, Obayashi,
McConnell Dowell, Beca, PB and partners. Construction commenced in January 2012 and is
due for completion in early 2017.

The Hendon Park Pedestrian Bridge is an architectural feature of the project 700 m south of the
tunnel portal. NZ Transport Agency’s vision for the crossing over the motorway and future
railway corridor provides was to provide a vital link for the local neighbourhood between the two
sides of Hendon Park, and to connect the cycle network north of the bridge to a commuter
cycleway along the south side of the motorway.

Bridge engineers for the project, Beca, designed the pedestrian / cycle bridge in collaboration
with architects, urban designers and geotechnical engineers. Engineer and architect
collaborated closely to produce a high profile structure that will satisfy the functional
requirements and become a visual landmark on SH20. Complex design tools and methods
were employed in the detailed design. Some of the complex engineering applied in the design
of the arch bridge is described below including:

• Parametric modelling of bridge form

• Structural analysis for wind and pedestrian-induced vibrations
• Post-tensioning of slender curved integral deck.

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Engagement with constructors and fabricators within the Well-Connected Alliance facilitated the
development of buildable solutions to suit the wider project’s construction methodology and
programme. The bridge is under construction at the time of publishing this paper with the
approach spans nearly completed and the main arch span programmed to follow demobilisation
of the tunnel boring machine in 2016.

SOCIAL SUSTAINABILITY AND ENVIRONMENTAL BENEFITS

A shared use pedestrian and cycle path was proposed by the NZ Transport Agency to link
Hendon Park with the Valonia Wetland and Oakley Creek reserve which will be severed by the
new motorway. As well as linking recreational walking paths through the new park, the route will
provide access to the new cycleway along the south side of SH20 for commuter cyclists. This
commitment was confirmed through the planning process by the Board of Enquiry in 2011. The
Alliance is delivering design and construction of the project and will operate the motorway for
ten years after opening.

The urban design plan for the area is designed to improve sports and recreation facilities in the
park with new football pitches, playgrounds and sports fields that are being divided by the
Waterview Connection. See Figure 1 below – showing the location of the bridge within the
urban design plan. The environment around Hendon Park is being upgraded by re-aligning
Oakley Creak from a straight man-made channel to a meandering course contoured and
planted to restore the natural state of the stream. The bridge crosses both the stream and the
Valonia Wetland - a 100m long landscaped stormwater pond which is designed to treat run-off
from the new motorway. The Hendon Park Pedestrian Bridge will be a striking feature for the
area providing access to the improved environment, integrating with the pond and creek and
linking communities in the Owairaka neighbourhood.

Figure 1: Hendon Park urban design plan showing SH20 crossing (Boffa Miskell)

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SITE CONTEXT
The main span of the bridge is designed to cross a six-lane motorway, a future railway corridor,
the SH20 shared path and an access track for maintenance of the wetland. The resulting span
of 78 m is elevated to provide a minimum of 6.2 m clearance over SH20 and 5.5 m clearance for
the future railway corridor. With maximum gradients of 7.5% between landings, the total length
of the shared path is 320 m to clear the obstacles below. The site constraints of Oakley Creek
and the football pitch in the north of Hendon Park together with the wetland and water course
meandering along the southern site boundary align to shape the trajectory of the pathway. The
bridge plan is a sweeping curve tailored to fit the site and tie in with the commuter cycleway at
approximately 90 degrees.

Pier positions on the southern approach spans are dictated by the creek alignment beneath the
deck and the requirement for 1.2 m freeboard above the 100-year flood level, resulting in six
spans of 20 m. The 78 m main span over the motorway is straddled by an arch structure with a
suspended deck. Due to the curved alignment a single arch with deck curving through on a
skew angle was chosen to simplify the architectural form into two main features: the arch
forming a gateway to Waterview, and the deck a dynamic 3-dimensional curving element. The
northern approach spans land on an earth embankment in Hendon Park that is landscaped to
reflect the open fields on one side and riparian planting along Oakley Creek.

INTERNATIONAL DESIGN STANDARDS

While the NZ Transport Agency Bridge Manual covers the over-arching design criteria,
associated New Zealand standards do not cover several of the aspects of the design that
needed to be addressed, so appropriate international standards were applied. For a complex
structure which incorporates a range of construction techniques design standards from a
number of internationally-recognised sources were applied. These include:

• NZ Transport Agency Bridge Manual.

• AS/NZS 1170 for seismic and wind loading.
• US Post-Tensioning Institute Recommendations for stay cable design testing and installation
for hanger replacement and breakage.
• Eurocode BS EN 1991-2 Dynamic actions representing the passage of pedestrian groups for
assessment of synchronous pedestrian-induced vibration.
• UK Highways Agency BD 49/01 Design rules for aerodynamic effects on bridges.

The bridge structure comprises several different materials dictated by the span arrangement,
the arch form and the potential for dynamic sensitivity, which has been experienced by a
number of lightweight long-span footbridges around the world. Elements include:

• Single arch rib designed as a steel box section to minimise weight for seismic effects.
• Integral post-tensioned continuous concrete deck to maximise approach span length.
• Reinforced concrete voided slab deck for optimum design of suspended main span.

PARAMETRIC MODELLING OF 3-DIMENSIONAL STRUCTURAL

FORM
Architects Warren and Mahoney used state-of-the-art parametric modelling technology to help
determine the arrangement of the bridge structure designed by Beca engineers. A series of
constraints and geometrical parameters were defined, and the 3-dimensional model created
through an automated optimisation process. Parameters for clearance envelopes and general
arrangement rules were prescribed with other selected inputs such as:

• Maximum arch height for cherry-picker access

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• Bicycle clearance above 3.5 m wide path beneath the inclined hangers
• Hanger spacing limitations
• Arch cross sectional dimensions
• Deck curvature rationalised to three radii to allow re-use of formwork.

Several iterations were run to find a form that met all the requirements and satisfied the
designers’ aesthetic vision. Figure 2 shows 3-d modelling sketches used to generate the
general arrangement of arch rib, hangers and curved suspended deck. The chosen arch shape
is made up of straight tapered sections springing from ground level with a central curved portion
swept along a conic curve. The trapezoidal steel cross section is varied to suit loading
demands, tapering from approximately 1.5 m to 1.0 m in top flange width and depth. The
concrete deck curvature is generated from three intersecting circular curves in plan aimed at
rationalising formwork geometry. The deck soffit vertical profile has a constraint gradient of 7%
on the approaches with a tangential circular curve over the main span.

The steel arch rib will be painted for corrosion protection with a high gloss arctic white finish.
The painted finish differentiates the arch from the concrete deck, and is the same as used for
the other architectural features of the tunnel portals and vent stack further along SH20.

Figure 2: 3-dimensional form optimised for geometric constraints using parametric

modelling technology

Modelling and Design Software

The 3-d bridge was incorporated into a unified global project model which included ground
profile, drainage contours for creek and storm-water, road alignment and services including a
main sever passing through the bridge site. The 3-d model was used to generate the bridge
architecture and structural element dimensions as described above. This model was also used
to develop the detailed design of elements such as edge barrier panel sizes access stairs and

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earthworks – see Figure 3 showing 3-d model with rationalised edge barrier panels sizes. The
same 3-d bridge model was used for lighting design, both for illumination of the deck surface
and feature lighting of the arch.

Figure 3: Combined model of bridge structure and site drainage contours showing
rationalisation of edge barrier panel lengths

For the bridge model the architects worked in Rhinoceros software using Grasshopper to drive
the parametric modelling. In the detailed design stage the engineering team developed the
structural form in more detail using Microstation. The lighting designers incorporated the model
into AGI 32 software for detailed design of lighting both for production of construction drawings
and for demonstrating the intended night-time lighting outcomes to the NZ Transport Agency.
The final size and shape of the bridge was presented in 3-d rendered images to show the client,
Alliance partners and stakeholders the proposed design outcome – see Figure 4.

STRUCTURAL ANALYSIS AND DESIGN

The ability to model complex forms using modern structural analysis packages has allowed
engineers to design more innovative structures such as this type of spatial arch bridge. The
CAD tools now available allow representation of 3-d structures to check for material clashes and
demonstrate constructability to the fabricators and constructors.

The shared 3-d bridge CAD model was adapted for use in the structural analysis package CSi
Bridge. The geometry of the arch centreline was transformed into tapered box members for
structural analysis. The deck was modelled as a spine beam with outriggers connecting deck
members to hanger tension members. A 3-d grillage was developed for detailed design of local
deck elements. The CSi Bridge model of the curved deck was also used to design the draped
tendon profile for the post-tensioned approach spans. Substructure was modelled using
Winkler springs to represent the interaction between piles and soil sub-strata at the southern
edge of the site. A basalt layer lies beneath the majority of the piers and the extent of basalt
identified by boreholes across the site was included in the ground model to determine pad
footing levels.

The end product from all the various design disciplines’ inputs was transposed onto 2-d
AutoCAD drawings for construction. However, complex parts of the structure are modelled in
3-d to confirm constructability and to demonstrate to constructors the intended arrangement. For
example the reinforcement interfaces between deck and column and pile cap as shown in
Figure 5 and were passed to constructors to show how all the bars fitted together and to enable
preparation of formwork.

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Figure 4: Architectural render of the bridge developed from structural model

Figure 5: 3-d models showing reinforcement at the interface of deck and substructure
used to aid constructability

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Superstructure Design
In order to turn the simple architectural vision into safe, buildable structural members
considerable design effort and some unusual engineering techniques were applied in the
detailed design of the bridge.

Arch Rib

The steel box section arch is not a classic parabolic compression member but attracts
considerable bending movements. Bending is induced in the arch rib from the skew of the deck
and its suspension by inclined hangers from straight sections at each end of the main span.
The base of the arch is fixed using 30 no. 50 mm diameter holding-down bolts. The arch cross
section tapers from 1500 mm deep at the base to 920 mm at the crown with varying width top
and bottom plates. The size of plates varies according to loading demands from combinations
of axial compression and biaxial bending. Vertical load dead and live load combinations
governed the upper segments of the arch while wind or seismic load combinations governed the
lower segments and the straight legs near the base. Inclined web plates of the trapezoidal box
section are constant thickness. Sophisticated 3-d shape generation was applied in Rhinoceros
to create rationalised vertical curves from the structural requirements to avoid warping of the
web plates for ease of fabrication.

Buckling analysis was carried out using CSi Bridge to determine critical buckling loads for the
calculation of effective lengths of the arch rib. P-delta analysis was carried out to calculate
second order effects induced by deflections of the arch rib. Potentially noticeable vertical
displacements were pre-cambered out using the deflected profile plotted from the 3-d structural
analysis model.

Hanger System

The angles of hangers intersecting with the centroid of the box section result in variable
geometry at each connection point. Internal diaphragms are aligned with the hangers to avoid
local stress concentrations in the box. The diaphragms align with gusset plates fabricated
through the bottom flange of the arch rib, thus avoiding through thickness tension in the steel
plate. The hangers are a proprietary system of 36 mm diameter Grade 460 rods with fork
connectors and pins through the gusset plates. At deck level the hangers are connected to
outrigger girders which are offset from the deck to provide the minimum headroom clearance
over the shared path. The girders are tapered steel rectangular hollow section members of
regular overall dimensions, but with individually fabricated end plates to cater for the varying
angles of hanger connections. The outrigger girders are bolted to threaded rods cast into the
concrete deck.

Concrete Deck

The deck cross section is dictated by the span / depth dimensions for the approach spans. The
same shaped profile is used for the main span but with internal voids introduced to reduce
weight – see Figure 6 below. The end segments of the main span deck are complicated by the
skew between deck and arch meaning the three or four hangars at each end are connected to
one side only. These segments of slab are post-tensioned in situ while the central 37 m is
formed of pre-cast reinforced concrete units, designed to be stitched together on temporary
towers while allowing construction of the motorway carriageways below.

The bridge deck is divided into a 120 m long southern approach span and a 135 m long main
span section. Expansion joints are arranged at Pier 6 adjacent to the main span and at each
abutment to allow thermal movement, creep and shrinkage. There are pot bearings at these
locations for articulation while the remaining eight reinforced concrete piers are cast integrally
with the deck. The integral construction minimises maintenance liabilities associated with
bearings and joints in inaccessible locations. The continuous deck allows optimisation of post-
tensioning and provides a robust design for earthquake resistance.

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Figure 6: Cross section through main span deck

The deck of the approach spans is a solid concrete slab which tapers in section from 550 mm at
the inclined edges to 650 mm at the centreline. 20 m spans over the Oakley Creek and Valonia
Wetland are achieved through post-tensioning the concrete slab deck. Eight tendons are
draped between high points over piers to low points at mid-span, arranged to balance dead
loads and thus maintain smooth vertical profiles of the continuous deck. Four of the tendons
are stressed at each stage, with the remaining four continuous into the next span. A mid-span
prop is used after first stage stressing of each span to avoid deflections prior to stressing of the
second stage continuity tendons. This arrangement meant that the number of tendon couplers
required was halved. The southern approach spans have been completed to date and it was
found that load balancing was accurately predicted with residual displacements of less than 5
mm. There are six approach spans on the south and three on the north side of the main span.

Auckland Transport who will maintain and operate the cycle network required flat resting areas
along the approach ramps for accessibility. 1.5 m wide landings over piers are incorporated in a
central 3 m strip of deck topping concrete which is cast separately from the main deck structure.
This allows variation of the slopes between flat landings without interfering with the external
appearance of the smooth curves of the deck edge and soffit.

The concrete deck edges and soffit are treated with a white stain for a uniform finish and to
highlight the continuous sweep of the bridge. A darker exposed aggregate finish to the
diamond-shaped concrete columns makes the slim vertical members recede into shadow
beneath the more prominent deck. At the edges of the deck 1400 mm high painted steel
pedestrian barriers with inclined posts supporting panels of horizontal rails accentuate at the
sweeping curvature. A stainless steel handrail houses LED lights to illuminate the shared path,
avoiding added on lamp poles. The arch rib will be subtlety lit at night by floodlights concealed
at ground level to highlight the bridge as a feature for drivers approaching or exiting the tunnel
portal.

Foundations and Stairs

The substructure of the bridge benefits from the presence of a basalt flow up to 10m thick
across most of the site. Arch base plates are anchored into pyramid-shaped reinforced
concrete thrust blocks cast onto 1 m thick pad footings. 12 m x 12 m footings are cast directly
onto the excavated basalt surface to enhance resistance to sliding. Approach span piers are
cast integrally with pad footings where basalt is present. The edge of the basalt layer stops
short of the south abutment and so the first three piers are founded on monopiles. 900 mm
diameter bored piles socketed into the underlying East Coast Bays Formation are integral with
pier caps. Scour protection around the piled piers adjacent to the creek comprises graded
basalt boulders excavated from the stormwater pond alongside. The rock landscaping around
the piers and creek banks is reflected in the dark exposed aggregate finish of the piers. Piers 4

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and 5 and the southern arch pad actually rise out of the stormwater pond with wetland planting
covering the concrete arch footing.

The bridge offers bird’s-eye views into the new wetland and along the re-aligned Oakley Creek
giving pedestrians a unique opportunity to appreciate the enhanced environment. People using
the walking tracks through the Valonia Wetland can gain direct access to the bridge via a free-
standing stairway. The stairs are designed to echo the bridge structure but remain a separate
and secondary element – see Figure 7. A painted steel box beam supporting precast concrete
treads and landings curves down parallel to the deck. Slender steel columns disappear into the
landscaped ground surface where reinforced concrete pad footings are cast into the underlying
basalt.

Figure 7: Free-standing stair structure as secondary element in bridge 3-d model

VIBRATION ANALYSIS
The form of the long span bridge suspended from the steel arch on pre-tensioned hangers
required several aspects of the design to be investigated that are not usually required for more
simple structures.

Wind Vibration Assessment

For example, the effects of wind-induced vibrations were assessed in detail. The fundamental
natural frequencies of the bridge determined from modal analysis showed that the steel arch
and the suspended deck oscillate in unison through the connection of the hangers. This means
that the masses of the whole system are combined in assessing the effects of vortex excitation,
turbulence response and divergent amplitude response from wind. The torsional frequency of
vibration is high (approximately 5 Hz) in relation to lateral and vertical frequencies
(approximately 1 Hz) and so torsional galloping and classical flutter effects were found not to be
critical.

Vortex-induced oscillations from periodic cross-wind forces were assessed since the critical
wind speed was found to be relatively low. The bridge was assessed to have a second order
vertical bending mode that could be excited by vortex shedding, however, the calculated
maximum amplitude of vibration was found to be low, in the order of 5 mm. When applying the

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design rules of BD 49/01 it was assessed that the motion may be perceptible to pedestrians on
the bridge but that it was in the “tolerable range” and so deemed acceptable. The load effects of
wind aerodynamics were found not to be critical for the structural members. Holding-down bolts
for the arch were, however, found to be governed by fatigue effects from wind when applying a
wind spectrum developed for New Zealand.

Synchronous Pedestrian-induced Vibrations

The effects of groups of pedestrians walking in step at the natural frequencies of vibration were
also assessed using load patterns defined in Eurocode 2. Loading is applied as a forcing
function to the 3-d structural model and the resulting accelerations assessed. The bridge was
found not be susceptible to synchronous pedestrian-induced vibrations when applying loads
from the size of pedestrian groups anticipated to use the bridge in Hendon Park.

Maintenance requirements were also addressed with hanger replacement and hanger breakage
load cases governing design of outrigger girders and the hanger connections. Special load
cases were also assessed to cater for loading from maintenance platforms for re-painting the
arch.

CONCLUSION
Clients are increasingly calling for architectural features in major infrastructure projects to
enhance the affected areas and offer an attractive legacy to the community. Several notable
examples of signature footbridges are recognised as a means of creating a landmark for new
developments in cities around the world. Ever-increasing computer technology enables
engineers to create more ambitious bridge forms than in the past. Successful examples
combine architectural expression with efficient structural design. The Hendon Park Pedestrian
Bridge embodies the principles of integrated design. The design intention was for architecture
and engineering to merge seamlessly in a shared vision. Bridge designers from Beca
collaborated closely with architects from Warren and Mahoney on all elements of the structure
under the Well-Connected Alliance umbrella. The latest technology for 3-d modelling was
shared and the forms shaped interactively to produce the desired visual outcome from the
required structural members. The design philosophy was to create architectural form out of
working structure without adornment, so that the flow of forces can be clearly read in harmony
with the whole design.

Figure 8: Architectural render of Hendon Park Pedestrian Bridge

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While the overall impression of the architecture may appear simple, the engineering design is
complex. A range of materials from steel box section arch, tensile hangers, concrete deck and
integral substructure come together to deliver the design vision. Unusual aspects of the design
not normally encountered in New Zealand were addressed using appropriate international
standards.

The bridge is shaped by its location but will be a visual feature of the future Waterview
Connection. The geometry of the crossing over SH20 and the future railway is defined by the
context of the site and its future usage. The architectural form of the bridge will create a
landmark in the local environment with two distinct elements: the arch forming a portal above
the motorway and the graceful curving deck passing through it. The complexity of the design
comes from the relationship between the two elements giving the bridge a dynamic and
sculpted quality, which was described by Auckland Council’s Urban Design Panel as “the most
exciting thing we have seen on the Auckland motorway network yet”. With growing credence in
good architectural bridge designs it is anticipated that there will be more calls for this type of
innovative bridge structure in future.

ACKNOWLEDGEMENTS
The author acknowledges The NZ Transport Agency and the Well-Connected Alliance partners
for the opportunity to present this paper. Particular thanks go to design and construction
partners on the bridge: Beca engineers and planners, Warren and Mahoney architects, Boffa
Miskell urban and landscape designers, Tonkin and Taylor geotechnical engineers, Fletcher
Construction and McConnell Dowell constructors.

AUTHOR BIOGRAPHIES
Will Pank, Technical Director, Structural Engineering at Beca, has 24 years' experience in
design, assessment and construction monitoring of bridges with particular expertise in long-
span steel structures and a passion for architectural design of bridges. Since graduating from
Leeds University wiht a masters in Architectural Engineering in 1988, he has worked for Ove
Arup, Hyder and Maunsell in England on some major international bridge projects across
Europe and Asia. Now resident in New Zealand, Will is involved with bridges in Australasia and
Central America for Beca. He has published papers on sustainable construction and FRP
strengthening of bridges. Will led the design of the Hendon Park Pedestrian Bridge collaborating
with architects and constructors to deliver a buildable and cost effective landmark.

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