It was quite clear in the Glasgow studies that the free use of the motor car to the city centre would be consistent neither with the financial resources that were available for the construction of new roads, nor with the nature of the centre itself. We therefore allowed for restriction on car usage throughout the study. We have recommended that travel by car to the city centre should be regulated through the control of parking by the city. This method is capable of fairly immediate application.Further it could work in tandem with more sophisticated pricing mechanisms when and if these become available. A second point which we should like to stress is the close inter-relation between the renewal and redevelopment of the city and the urban roads programme. This inter-relation calls for close co-operation between a wide variety of disciplines from the earliest stages of the scheme. One very important aspect of this co-operation is the need to examine in some depth land uses adjacent to the motorway. On the question of system planning, we believe that above a certain size of city, and particularly if there is a strong commercial centre, it is difficult to postulate an urban motorway system which will not require a road surrounding the centre both to serve it and to act as the focus of the motorway system. Whether or not this i s known as an inner ring is irrelevant to the problem. The next point concerns the depth of design studies, where we believe that a plan should be specific and should deal with the lines of the roads in some detail, despite the uncertainties inherent in a long term road programme. M r CullenWe believe the decision to develop a system of primary roads to motorway standards on alignments separate from existing arterial roads has proved to be the right one. In the only two instances where high capacity routes have been proposed along the line of an existing arterial road there have been increasing difficulties at every stage as the plans have been developed. 87.The staging of the construction of the motorway system and the building of individual contracts so as to cause the least feasible disturbance should be considered at the earliest stages in preliminary design. The possibility of minimizing the cost of the first part of a staged interchange should also be considered at the early design stage.88. It is of interest that the first target stage for the motorway system, 1975, produces assigned traffic volumes on the motorways then built generally similar to those which they will ultimately carry. This tends to support the decision to build the full cross section as each stage of the system is built. It is also interesting that the traffic assignment to the 1975 system shows relief to existing roads well away from the new motorways.89. We believe that the geometric design standards adopted for urban motorways, especially near the central area, should be flexible. Probably the most practical way of achieving this flexibility is to have three values for each design standard: a normal minimum, a desi...
In 1963, the corporation of the city of Glasgow approved plans for 96 km of motorways. To date, 2017, 48 km have been constructed. These are on a grand scale, with 5 km of dual five-lane, 2 km of dual four-lane and over 25 km of dual three-lane motorways. Traffic flows as high as 198 000 vehicles/d have been recorded. Savings of time, accidents and fuel have been realised as a result. The main focus of this briefing paper is the geometric design of the motorways. Scott Wilson Kirkpatrick and Partners, consulting engineers, were responsible for this work. Much emphasis is placed on motorway traffic volumes. This is because road user benefits are directly related to the amount of traffic diverted to the motorways. Also, predicted traffic was a primary factor in the outline design of the motorways.
scite is a Brooklyn-based organization that helps researchers better discover and understand research articles through Smart Citations–citations that display the context of the citation and describe whether the article provides supporting or contrasting evidence. scite is used by students and researchers from around the world and is funded in part by the National Science Foundation and the National Institute on Drug Abuse of the National Institutes of Health.
customersupport@researchsolutions.com
10624 S. Eastern Ave., Ste. A-614
Henderson, NV 89052, USA
Copyright © 2024 scite LLC. All rights reserved.
Made with 💙 for researchers
Part of the Research Solutions Family.