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The Clydeside Expressway


Looking east along the Clydeside Expressway from Partick shortly after construction (November 1973).

The Clydeside Expressway snakes along the edge of the north bank of the River Clyde. It is a non-trunk road and provides a bypass of Glasgow's West End. At its western end it connects with the Clyde Tunnel, while in the east it meets the M8 at Junction 19 to the north of the Kingston Bridge.


It is a crucial piece of Glasgow's road network. The Expressway was built to dual carriageway standard and features grade separated junctions along its entire length. The Expressway was proposed as part of the 1965 Highway Plan for Glasgow, although a similar route was first outlined in the 1949 Abercrombie Report.

Key Data

Glasgow Motorway Archive - Location Graphic



M8 (J19) to

Clyde Tunnel

Glasgow Motorway Archive - Designer Graphic


Sir William Halcrow and


Glasgow Motorway Archive - Contractor Graphic


Balfour Beatty and Co.


Glasgow Motorway Archive - Calendar Graphic


March 1971



Glasgow Motorway Archive - Money Graphic


£3.5 million

(£40 million

in 2018)

A814 Clydeside Expressway (Eastern Section)
A814 Clydeside Expressway (Western Section)

Western Section

Eastern Section

Planning and Construction

In September 1967 Sir William Halcrow & Partners were engaged as consulting engineers for the scheme. The Highway Plan had proposed only one grade-separated junction over the entire length of the route which was the roundabout interchange at Sawmill Road/Dumbarton Road. The remainder of the route was envisioned as being "at-grade" with light controlled intersections at Hayburn Street, Ferry Road and Finnieston Street.


The Consulting Engineers were of the opinion that light controlled junctions would impede the flow of the expressway traffic and proposed that the junctions at Hayburn and Finnieston Streets be "grade separated", with flyovers leaving Ferry Road with a flat roundabout. The roundabout on Ferry Road was designed in such a way that it could be easily modified in future, should that be necessary. This eventually happened in 2008 when it was grade-separated as part of the construction of the collector distributor roads to the Glasgow Harbour Development.


In March 1971, after Sir William Halcrow & Partners recommendations for the route were accepted, a construction contract valued at £3.59M (over £40 million today) was awarded to Balfour Beatty & Co Ltd. Construction took around 24 months and the Clydeside Expressway was opened to traffic on the 27th April 1973 by Lady Provost Mrs. Mary Gray.

Typical construction detail of the Clydeside Expressway flyovers (1973).

A relatively simple design was adopted for the overpasses constructed at Finnieston and Sawmill. Concrete beams were fabricated on site to reduce costs and the need for transport. This cross sectional drawing highlights the main elements.  

The various structures built as part of the main expressway contract are of typical late 1960s - early 1970s design. The overpass bridges at Finnieston and Sawmill are precast, prestressed concrete beams which were fabricated on site. This form of economic construction was also used on the Inner Ring Road and Clyde Tunnel Approaches. It offered the advantage of reducing form work requirements and allowing any existing roads or railways below to remain open.


Finnieston Street is an eight span structure while Sawmill is only a six. All structures are supported on bored cast in-situ piles to rock with a concrete pile cap. These caps each support two columns which in turn support the beams. Underpasses were constructed as short cut and cover tunnels using precast concrete slabs. The bridges at Whiteinch are typical reinforced concrete slabs with lengths varying from 100m to 300m. A prestressed concrete bridge was built for services and pedestrian links south of Dumbarton Road.


As with many of the urban routes in Glasgow, curves with a radius of 150 feet were used to reduce land take. Gradients of no more than 5% were used whilst the lane widths are no less than 3.65m wide. At Whiteinch the road was designed to 30mph standards while the Expressway was 50mph.


In another typical 1960s feature, around 1,000 yards of electric road heating was installed for use during the winter months and to reduce gritting requirements. This is no longer in use. Hard landscaping was designed by Holford and Associates (in their appointed role as architect for all Highway Plan schemes) while landscaping was carried out by the Corporation Parks Department.

Looking west along the Clydeside Expressway from Anderston (June 1982).

At its eastern end, the Clydeside Expressway interchanges with the M8 motorway. New roads at Stobcross were constructed as part of the Kingston Bridge contract of the Inner Ring Road, completed in 1970.

The Expressway has four intermediate junctions. These are located at Finnieston Street, Ferry Road, Hayburn Street and Sawmill Road.

This junction serves Finnieston and the Scottish Event Campus and provides access to the Clyde Arc and the south side of the river. It is a diamond type interchange with traffic signals at the end of each of its exit slip roads. It forms part of a large gyratory system made up of Stobcross Road and Finnieston Street that surrounds the SSE Hydro car park. This very busy junction also sits above the Argyle Line’s Exhibition Centre railway station.


This junction was one of the first to be constructed for the expressway in 1971. The overpass structure bridging Finnieston Street consists of eight intermediate spans utilising 24.5m long beams – this was copied at Sawmill Road. This junction was an incredible technical challenge due to the requirement for the structure to pass over two abandoned railway lines. It was intended that Glasgow Central Station Low Level would be reopened as the Argyle Line, with a station serving Finnieston at this location.


The area was used as a railway engineering works from around 1890 with much of Finnieston and Stobcross Streets supported on a deck of wrought iron girders and brick jack arches above the now abandoned railway tunnels. Not only did the designers have to ensure that these railway tunnels were not disturbed by the construction works, but also that the new railway could pass underneath the junction at a later date.

Aerial view of Pointhouse Bridge, completed in advance of the Clydeside Expressway main works (1971)

Pointhouse Bridge was completed in advance of the main construction contract. It remains in use today, though the area surrounding it has changed considerably since its completion in 1971.

Pointhouse Bridge, which carries the expressway over the River Kelvin to the west of Finnieston Street, was constructed in advance of the main contract by H.M. Murray Ltd to a design by the Corporation Roads Department. The aerial photograph below, which was taken in April 1971, shows the bridge as well as wide single carriageway routes on the east side. These were upgraded to dual carriageway as part of the main expressway works.


At Ferry Road a roundabout was initially provided to allow access to Yorkhill Quay. Due to the proximity of the River Kelvin and projected traffic flows, the junction was not grade-separated when the expressway was constructed. A roundabout also ensured that long vehicles using the now closed Yorkhill Container Depot had ease of access. The roundabout was constructed in such a way that it could be easily upgraded or removed in the future as necessary.


In 2005 it was proposed that the Ferry Road roundabout be removed and the Hayburn Street Junction improved. The enhancement works included the lowering of the section of carriageway between the two junctions and proposed new local roads and pedestrian footbridges. This scheme was in line with the Clyde Waterfront regeneration proposals for Partick and Glasgow Harbour. The £24 million construction contract was awarded to Belfast based Farrans Construction who completed the works in early 2008.


In its current form it has two east facing slip roads connecting to Castlebank Street, allowing local access to Glasgow Harbour and Partick.

Aerial view of the Clydeside Expressway at Ferry Road (Summer 1975).

Ferry Road was the expressway's only 'at-grade' junction when completed in 1973. It was replaced with a flyover in 2008 as part of the Glasgow Harbour and Riverside Museum developments. 

Since completion expressway traffic has had an uninterrupted journey from the Clyde Tunnel to the M8 at J19 Anderston. The local road improvements included a re-alignment of Castlebank Street and a parallel bridge over the River Kelvin linking to east facing slip roads where the once notorious Ferry Road roundabout was located. The works also involved the lowering and re-landscaping of the carriageway between the River Kelvin and the Hayburn Street junction to accommodate the new road bridge and pedestrian overpass. These junctions now feature blue LED lighting on the underside of the fly-overs, in keeping with the modern feel of redeveloped area surrounding the expressway.

Hayburn Street junction was proposed in the Highway Plan as an at-grade crossing controlled by traffic lights. However, Halcrow & Partners recommended that the junction should be grade-separated for traffic flow benefits. The junction is a simple full access diamond design, with the expressway passing beneath in a deep cutting. Although simple in layout, the designers had two major challenges to overcome. Firstly, the site of the junction sat on top of one of the tunnels of the Glasgow Subway. Therefore, checks were necessary to ensure the tunnel could support the road's weight. In addition to this, the road had to be depressed to provide adequate headroom for the Hayburn Street overbridge. The result is that the Subway is just a few metres below road level.


At this location the expressway road surface is only about half a meter above the flood level of the River Clyde. Flood prevention is provided by a surface water sewer that pumps constantly into the river.

The junction was considerably remodelled as part of the removal Ferry Road roundabout and now features a secondary bridge and a local road tie-in via that junction. Its capacity and safety has been greatly improved since this project was completed in 2008. The new layout features a pedestrian/cycle overbridge to the east of the junction, adjacent to the Pointhouse Bridge over the River Kelvin.

Overhead sign gantry on the Clydeside Expressway at Hayburn Street (June 1975).

Like other parts of Glasgow's new road system, the expressway was connected to the city's traffic signalling system. Sign gantries were provided along the route as seen here at Hayburn Street junction.

The junction at Sawmill Road is a roundabout interchange which is tightly squeezed into the dense urban surroundings. The design was chosen to allow full access to & from the expressway from the busy surface streets of Dumbarton Road, Sawmill Road and Broomhill Drive. The junction sits particularly close to the Whiteinch Interchange - they share a slip road for eastbound expressway traffic - and this can catch the uninitiated driver by surprise.  This junction serves the areas of Whiteinch, Partick, Broomhill and Glasgow Harbour. Access to South Street was essential for access to the now demolished granaries and ship yards.  


When the junction was constructed in 1971 (the westernmost section of the expressway contract) a new length of roadway was built west of the roundabout and south of the expressway to provide continuity of the route of Dumbarton Road. This was provided for local bus access, similar to that constructed at Finnieston Street interchange. This standardisation of the construction of junctions was adopted to achieve optimum economy of the materials available and for ease of design. The concrete beams used were cast on site.

Construction of Sawmill Road overpass at the western end of the Clydeside Expressway (Early 1973).

The overpass at Sawmill Road marked the western extent of the Clydeside Expressway construction contract. The junction has connections with Dumbarton Road and South Street, and remains a busy intersection. 

From the Archive


This article was first published in January 2021. Updated March 2022.

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