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GLASGOW INNER RING ROAD

West Flank: Charing Cross & Kingston Bridge

The Glasgow Inner Ring Road (IRR) was planned as an urban motorway around the city centre. Only the North and West Flanks were constructed, and today these carry the M8 motorway through the city. The IRR corridor, as constructed, was designed by Scott Wilson Kirkpatrick and outlined in the "Interim Report on the Glasgow Inner Ring Road" published in 1962. However its origins lie in the mid-1940s.

 

This page considers the West Flank of the route, which can be found between St. George's Cross (J17) and Tradeston (J20). It was constructed between 1967 and 1972.

Last Updated: 12th August 2018

Key Facts & Figures

Scheme Background

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LOCATION:  Glasgow, M8 Junctions 17-20

 

CHARING CROSS:  

Work Started:  1st August 1969 (site clearance and utility diversion from 1966)

Completed:  4th February 1972

Designer:  WA Fairhurst & Partners (Holfords as Consulting Architects)

Contractor:  Whatlings (Civil Engineering) Ltd.  

Cost:  £6 million (75% grant provided by Scottish Office) £96million at 2017 prices.                            

 

KINGSTON BRIDGE & APPROACHES:    

Work Started:  15th May 1967

Completed:  26th June 1970

Designer:  WA Fairhurst & Partners (Holfords as Consulting Architects)

Contractor:  Logan & Marples Ridgeway

Cost:  £11 million (75% grant provided by Scottish Office) £185million at 2017 prices.

 

OVERALL LENGTH: 1 mile

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ROUTE MAP

The West Flank carries the M8 Glasgow Inner Ring Road (IRR) around the west of the city centre. It runs in a corridor from Great Western Road, through Charing Cross and over the Kingston Bridge. Today, it can be found between junctions 17 and 20.

 

Like the North Flank, the stretch was split into two contracts; The Kingston Bridge & Approaches and Charing Cross Section. The route corridor follows that first outlined in Robert Bruce’s “First Planning Report” from 1945. Set between the steep, rising ground of Garnethill and Park Circus there was limited scope for the motorway to constructed away from Charing Cross.  

 

W.A Fairhurst & Partners, who had been appointed to develop a design for the Kingston Bridge in 1962, had their commission extended to include both sections. The main features of the route had already been laid out in Scott Wilson Kirkpatrick’s (SWK) “Interim Report on the Glasgow Inner Ring Road” (see main article), and Holford & Associates were appointed as Consulting Architects as they had been on all new Corporation roads projects to date.

Also In This Section

M8 Motorway Index

Glasgow Inner Ring Road - Index

Inner Ring Road - North Flank

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Index page for the IRR, outlining development of the route from the 1940s until 1980.

Index page for the M8 with links to contract pages, construction information and a route overview.

Stretching from Townhead Interchange to St. George's Cross, the North Flank of the IRR was built in two stages.

Inner Ring Road - South & East Flanks

The South & East Flanks of the IRR proved controversial from the outset and were ultimately cancelled.

WA Fairhurst & Partners was responsible for the design and procurement of this contract with preparatory works carried out throughout the late 1960s. The construction contract was let to Whatlings (Civil Engineering) Ltd with work commencing on 1st August 1969. Demolition works began during 1966 and in addition to the Grand Hotel mentioned above, included the Elders Furniture Showrooms, Charing Cross railway station and the St Andrews Ambulance building.

 

Early in the design process, consideration was given to constructing the section on an elevated viaduct. This would have avoided the need for costly utility diversions, but was ruled out due to the adverse visual impact on Charing Cross. Similarly, it was decided to place a short section of the motorway in an underpass where it passes Charing Cross Mansions. This was recommended by Holfords as a way of mitigating the effect of the motorway on the area in general.

 

St George's Cross (the present day Junction 17) marks the northern extent of the West Flank. Located in the north west corner of the IRR, the interchange is small and compact, yet requires several overbridges, walkways, retaining walls and sign gantries. Travelling westbound the road is briefly dual two lane, following the earlier drop to Great Western Road. A third lane re-joins from Phoenix Road, becoming an eventual drop to Anderston (J19). The same situation exists on the eastbound carriageway with two lanes provided for through traffic and lane gains and drops for traffic looking to leave the motorway. The eastbound off-slip to J17 allows for access to St. George’s Road, as well as providing a free flow link to Great Western Road. It was originally intended that the slip road would pass under Great Western Road, connecting to Phoenix Road at St. George’s Cross. This was scaled back on cost grounds, resulting in several signal controlled junctions. The hard shoulders along this stretch are narrow and barely 3m wide in places.

Charing Cross Contract Extents

Contract Extents

Contract Extents

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Pre-Motorway Images

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The Charing Cross Section

The Charing Cross section remains the most controversial of the IRR contracts constructed. Although not attracting considerable criticism during the planning stages, public opinion was divided following the start of site clearance and during the construction phases as the character of the area was radically altered.

 

The demolition of the Grand Hotel at the corner of Woodlands Crescent and Sauchiehall Street, continues to divide opinion over 50 years later. The Charing Cross section was procured using traditional roads powers, including Compulsory Purchase Orders. The other contracts, being part of Comprehensive Development Areas, were taken forward under planning legislation.

 

John Cullen (a key part of the SWK IRR team) described this section of the IRR as being the “most technically challenging” of all the contracts. Multiple local routes converge on the Charing Cross area. Linking these to the motorway, as well as the construction of new parallel distributor roads, posed a particular engineering conundrum.

Construction Images

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The motorway passes through Charing Cross in a 150m long underpass. This extensive structure, which also carries the fairly complex local road system, cost £500,000 (£7 million in 2018) and has become an iconic part of the motorway system. On the eastbound carriageway, the underpass splits, with the J17 off-slip in a separate box. Junctions 17 and 18 are amongst the busiest of the M8 IRR. Like other parts of the system, close attention was paid to the aesthetic of the underpass. The walls were decorated with white mosaic tiles, the ceiling painted blue and cornice mounting light fittings provide permanent illumination. Originally, internally illuminated signage in the style of Glasgow sign gantries was located above each portal. These were changed to reflective sign some years ago.

 

The southern extents of the Charing Cross contract were located in line with the Anderston slip roads. Prior to reaching this point the motorway passes beneath the Charing Cross Podium, Bath Street bridge and St. Vincent Street bridge. It is dual three lane motorway at this stage as detailed above. The St. Vincent Street bridge was constructed as part of the Kingston Bridge contract and operational prior to the start of works. The podium was constructed at the same time as the motorway with the intention that it would host a shopping and leisure complex with elevated walkways. It was recommended by Holfords as a way of continuing Sauchiehall Street across the motorway as it once had. Interest in the development was low, and it was not until the early 1990s that Tay House was constructed, by which time it was known as the “Bridge to Nowhere”. John Cullen recalled that the Corporation was advised to complete the development themselves. They ignored this advice, expecting that private developers would be lining up to pitch their ideas!

 

In front of the Mitchell Library, the motorway passes over the North Clyde railway line and a visible hump in the road can be seen at this location. Charing Cross railway station was relocated to its existing location as part of the motorway upgrade. An interesting feature through the “canyon” are the retaining walls. The walls are formed from steel sheet piles held in place with rock anchors. Concrete was cast around the piles which are clad with precast aggregate finished panels to provide an aesthetically pleasing design. The aggregate used was referred to as “walley blue flint”. On completion the section had two overhead sign gantries, though this was increased to four during the 1980s. These gantries are unusual in that their left hand side rests on top of the retaining walls rather than a steel support. In the 1990s, the gantries in front of the Mitchell Library became the first to be provided with retroreflective sign sheeting. Prior to this, sign faces were illegible at night if the internal illumination failed.

 

The Charing Cross section of the M8 opened on the 4th of February 1972, the final section of the IRR to do so. This provided a continuous route around the north and west sides of the city centre, unlocking the benefits of the other contracts and removing through traffic from city streets. The opening ceremony was attended by the Secretary of State for Scotland, Mr Gordon Campbell, and footage of the event can be seen below. Around twenty protestors opposed to the construction of the East Flank of route were also in attendance. The protest was organised by students from the Glasgow School of Art who were unhappy at the way in which the motorway had affected Charing Cross. They wanted to see the section in front of the Mitchell Library covered over. The final cost of the scheme was £6 million (or £96 million in 2017 prices). The equivalent of £25 million was spent on land & property acquisition and service diversions.

Did You Know?

In a rare design failing for the Glasgow motorway system, changes had to be made to the footway network around Charing Cross within a year of its completion. Although a network of walkways and a footbridge had been provided, these proved inadequate for those pedestrians walking to/from Woodlands Road and St. George’s Road. This led to people crossing the motorway eastbound on slip and other busy roads, to the surprise of the Corporation and its consultants.

 

Changes were made to provide a continuous footway from Sauchiehall Street to Woodlands Road via a series of signalised crossing points. These remain in place today. Visible signs of the changes can still be seen, with the base of a high mast lighting column awkwardly cut in half. The images below highlight the changes.