Flying above the picturesque terrain, this bridge undoubtedly ranks among the most stunning globally.
Frequently cloaked in fog, giving the sensation of traversing through clouds, this location is so renowned that it even has its own distinction. visitor center , and people plan trips to the area solely to drive across it. The bridge can even be easily seen from space .
The Golden Gate? Not at all. What you're looking at is the Millau Viaduct, which beautifully exemplifies how engineering can merge with artistic design. Spanning across the Tarn Gorge in southern France, this cantilevered marvel stretches for 2,460 meters (8,070 feet) and stands as the world’s tallest bridge, reaching an impressive structural height of 336.4 meters (1,104 feet).
However, those remarkable figures fail to fully capture it.
In contrast to many renowned bridges that typically link areas at comparable elevations, the Millau Viaduct acts more like the antithesis of a roller coaster. It maintains a level path over the valley while the terrain undulates beneath it.
The seven pillars vary in height from 78 meters to 245 meters (256-804 feet), meticulously measured down to the last millimeter to ensure a seamless journey for motorists crossing over the Tarn. Each pair of these supports has an impressive separation of 342 meters (1,122 feet)—wide enough to fit the entire Eiffel Tower within the space. Additionally, they are reinforced by seven steel towers, standing at 87 meters (285 feet) tall, featuring eleven cables radiating outward on both sides. These elements work together to maintain stability for the "deck," which is approximately 14 feet thick and tips the scales at 36,000 tons—or about as heavy as 5,100 African elephants—ensuring a stable driving surface.
While being a testament to exactness, this structure is equally stunning. Despite the Gorges du Tarn region being safeguarded for its natural beauty, the Millau Viaduct adds to rather than detracts from the scenery.
It’s a “wonder of the modern world” and an “engineering marvel,” says David Knight, director of design and engineering at Cake Industries and specialist adviser to the Institution of Civil Engineers .
It's that flawless combination of architectural design and engineering that makes everyone who views it think it's incredible.
Those living in the valley below look up with wonder; those driving across it – this road, the A75 from Clermont-Ferrand to Béziers, is one of the main north-south routes in France – see the gentle curve arcing across the landscape as they approach. “It gives everyone who uses it a sense of awe,” says Knight.
No wonder that for many, driving across the viaduct is something you travel to do, not something you do while traveling.
How then did this marvel of contemporary engineering end up situated right in the heart of France? What led to the planning process taking as long as twenty years before it finally opened for use in December 2004? Additionally, what was the impact of its construction on reshaping the geographical landscape of Europe?
A bridge too far?
The answers to all these queries lie in geography. The Massif Central is an extensive plateau characterized by steep valleys and gorges, situated approximately at the center-bottom portion of France. Encompassing around 15 percent of the nation’s landmass and edged by the Alps to the east, this region poses as a significant barrier for individuals journeying from north to south within the country—or traversing between northern Europe and Spain.
This viaduct held great significance yet posed considerable challenges; as per Michel Virlogeux, the lead designer of the engineering team, it took twenty years from conception to plan. He commenced his efforts on it back in September 1987.
"The initial issue wasn't deciding which bridge to construct, but rather determining where the motorway should go," he explains.
When the Massif Central was still isolated, even though it sat at the heart of France, there existed only a singular rail track. The condition of the roads wasn’t satisfactory either, according to him. He adds that the interior region of France struggled to progress because of inadequate transportation options.
In the 1980s, the French government embarked on an initiative to improve the country’s roadway system. President Valery Giscard d'Estaing played a key role in this effort by endorsing the development of new freeways. A primary objective behind these improvements was to alleviate traffic congestion surrounding Millau—a major issue due to the narrow roads that plunged into the valley and traversed the heart of the city via the Tarn River bridge. During peak times, backups extended for approximately 20 kilometers (or about 12.5 miles) both upstream and downstream from the town.
Passing through Millau used to pose significant traffic issues for visitors," explains Emmanuelle Gazel, who currently serves as the mayor of Millau. "The congestion was severe with numerous traffic jams stretching over several kilometers. This created an unfavorable impression of our region... environmentally speaking, it was quite detrimental. Additionally, residents faced considerable delays when traveling between different locations.
As Lord Norman Foster, who designed the bridge, put it, the region was "a valley of remarkable beauty that had turned into one of France’s most notorious choke points."
The decision to build a bridge around Millau was taken in September 1986, says Virlogeux, who at the time was head of the large bridges division of the French administration. There was just one problem: the geography of the area meant there was no obvious solution. “We started looking where was possible, but many options were bad, and it took almost three years to find a solution,” he says.
One idea was to route the freeway east of Millau, keeping the road on the plateaus, with two suspension bridges to cross the valleys on either side. But that wouldn’t have allowed a connection with Millau – “the only big city between Clermont-Ferrand and Béziers,” says Virlogeux – which needed the economic boost.
Therefore, they brought in specialists: geologists, geotechnical engineers, road designers, along with Virlogeux, who was previously responsible for designing the Pont de Normandie—the 7,032-foot-long bridge crossing the Seine River in the northwestern part of Normandy.
Initially, the group planned to head west of Millau, lowering the roadway to a lesser elevation as they crossed through the valley via an inferior height bridge before ascending back up toward the plateau and eventually digging a tunnel. However, during this stage of their design process, the team’s road engineer, Jacques Soubeyran, experienced an epiphany.
He questioned, 'Why are you heading down into the valley?' and this came as a significant surprise," recalls Virlogeux. "The highway was running just 300 meters over the river. It had never occurred to me that we could go across at such an elevation. Right away, I expressed that we were acting foolishly. So, we began exploring the concept of crossing from one plateau to another.
In merely eight days, they produced comprehensive sketches depicting the undulating terrain elevations along with a potential height for an elevated highway meandering through it.
The importance of elegance
They had an idea of where they wanted the viaduct – but what should its design be?
Virlogeux instantly recognized that a cable-stayed bridge was the optimal choice. "A cable system is the most effective way to support a heavy load, and with a slim deck, it looks much more appealing," he explains.
Slimness was crucial. The proposal to construct a bridge through such an iconic scenery was already contentious. To preserve the beauty of the surroundings, it needed to appear "very unobtrusive."
Securing approval took several years. The French government initiated a contest for designing the bridge, and in 1996, the project was awarded to a team headed by Virlogeux as the engineering lead (he had departed his former position just one year prior). Norman Foster from the UK, who later became Baron Foster, served as the architect. Foster refers to their strategy of bridging the valley instead of directly crossing the river as a "philosophical approach" that set them apart from other contenders.
However, facing opposition from the local community who are upset about potentially spoiling their beautiful natural surroundings, they confront what Foster refers to as a "design challenge... to produce something that enhances the scenery, lightly touches the valley’s ground—something delicately minimal." According to Virlogeux, it needed to be both "pure and simple."
Nevertheless, this valuable scenery, which needed protection for its aesthetic value, proved very challenging to navigate and work with.
Foster explains, “At this altitude, the wind forces are immense, so the pillars must account for the massive expansion and contraction of the bridge deck.” This isn’t merely a slight wiggle; the 2,460-meter (8,070-foot) span of the bridge can stretch or shrink by up to 50 centimeters (1.6 feet), varying with conditions. To address this issue, they incorporated expansion joints into their design.
Fortunately, contrary to the common belief that architects and engineers often butt heads, and despite expectations that two leading figures from these fields could conflict, Norman Foster and Michel Virlogeux hold only positive comments about one another. According to Virlogeux, their collaboration was "extremely smooth," whereas Foster describes it as a "collision of ideas." During the project’s development phase, they convened biweekly gatherings in London. "He used to inquire why I preferred something over an alternative option," recounts Virlogeux. "Afterward, he'd make up his mind within moments." There once arose significant debate regarding the bridge deck’s form. When prompted with questions concerning potential solutions and certainty of success, Virlogeux responded accordingly; then Foster stated firmly, "Architecture cannot contradict practical necessities."
Over the roadway, the robust pillars divide into two more pliable branches, transforming a structural requirement into an aesthetic expression.
This applies equally to the curved path of the road, which gracefully spans the valley. Its beauty isn’t just aesthetic; it prevents any overlapping visuals – thus avoiding confusion – for motorists driving at such an elevation. Additionally, the supports taper thinner as they ascend toward the bridge deck, reducing their width by about half from approximately 24 meters at the base to around 11 meters near the top.
The design they created for a cable-stayed bridge featuring seven graceful piers traversing the terrain, along with what Foster refers to as "the winding roadway, unexpectedly slender akin to a razor," has proven enduring over time.
The anxious build
The complexity of the design presented one challenge; however, an even greater obstacle emerged with the commencement of construction in October 2001. This endeavor required a substantial budget of approximately €400 million ($437 million), funded entirely by Eiffage, a private construction firm that retains ownership rights over the bridge to this day. An astounding amount of materials went into building it—290,000 tons of both steel and concrete—and nearly 600 workers contributed their efforts towards its completion.
“The huge challenge is what happens when you build it,” says Knight. “As you put the weight in different locations, it moves in different directions. There are different materials interacting with each other – this is as difficult as engineering gets.”
Foster calls the assembly of the deck “a true challenge.”
It was gently and gradually released at the same time from each side onto the provisional support structures, aligning perfectly in the center down to the millimeter.
Virlogeux recalls the "crucial wind conditions" that posed a threat to the structural integrity during construction. Every "launching" process—wherein half of the deck was added alternately from each side—took around three days. Therefore, they needed to review the upcoming five-day weather forecast prior to beginning these operations to prevent potential harm before the deck could be secured at the subsequent support pillar.
Only when the viaduct was installed would the team be able to tell whether their design succeeded – not just from an engineering standpoint but also aesthetically.
Each element was meticulously planned considering its possible impact on the surroundings and its ability to withstand the conditions prevalent at such elevation.
Foster mentioned that his initial visit made him so anxious that he felt nearly sick. He had "agonized" about the hue of the 154 cable stays; if they were pale, they'd merge with the sky yet contrast sharply with the surroundings. Ultimately, he opted for white — however, "the torment lay in not knowing whether this choice was correct until construction began," as changing it afterward would have been impossible.
Fortunately for him, the white proved effective. "I was nearly ill from anxiety, yet I recall getting out of a car and seeing the bridge slowly come into sight, and eventually understanding that it was indeed the correct choice."
Virlogeux was more sanguine. For him, the greatest challenge was overcoming local opposition to be able to build. Getting the contract signed, he says, was the most stressful part. Signing it was “the moment I knew we would build it.”
President Jacques Chirac came to open the bridge and shake hands with the construction workers. Two days later, Virlogeux drove across it on his way back to Paris.
Connecting local communities emotionally and intellectually
When the idea of building the viaduct was initially proposed, it sparked controversy; however, as soon as people got a clearer picture of how the project would turn out, public opposition began to diminish significantly.
"People believed that constructing a bypass would allow tourists to skip Millau, causing the town to become deserted," explains Mayor Gazel. "Others feared it might mar our scenery, yet it ultimately enhanced its beauty." Moreover, it drew more travelers; within just one year, up to 10,000 vehicles per week were stopping at the rest area solely for the vista.
Suddenly, going from the north to south of France, and on from northern Europe to Spain (or vice versa) was an easy experience.
Foster says he was “delighted” at the residents’ change of heart. “A bridge is about communication in the widest sense, not just connecting two plateaus but also linking people,” he says.
Today, the viaduct “has brought lots of tourists to discover Millau,” says Gazel.
“Many come for the viaduct, but discover all the other facets of our area. Others are traveling on vacation and stop off. Millau isn’t a blackspot anymore. It has become a destination – tourists choose to visit Millau, and they no longer have to endure the terrible tailbacks. So it didn’t empty out the town; on the contrary.”
In addition to boasting stunning natural landscapes, Millau has a rich historical background. During the Roman era, it gained prominence for its ceramics, which were traded throughout the empire—from North Africa to Britain.
Tourists have the option to stroll around the bottom of the renowned piers or embark on a boat tour beneath the aqueduct.
A long future ahead
Today, as it approaches its 20th anniversary, the Millau Viaduct is still going strong. Virlogeux says he’s “confident… it can resist a long time.” Where he is still, to this day, working on the Normandy Bridge, which needs regular maintenance, he stopped working on Millau a long time ago.
Every year, it reduces approximately 40,000 tons of CO2 emissions from heavy trucks alone, based on Foster’s data — which is akin to having 40,000 trees absorb emissions over four decades.
Gazel says the viaduct – which is part of the A75 autoroute – has changed the image of her town.
It placed us on the global stage—when I mention I'm the mayor of Millau, people around the world recognize the city because of the viaduct," she says. "Even after two decades, the architectural and technological brilliance remains innovative—and truly remarkable.
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