Street Design Coursework

North Hanover Street, Glasgow

Taqiy Abul Barakath – 2439077A

1) Current context and layout
2) Current situational problems and
observations
3) Proposition 1
a. Similar examples and inspirations (that
will be used as inspiration)
b. Details, Measurements and other
considerations Proposition 2 Contents
c. Final Sketch
4) Proposition 1
a. Similar examples and inspirations (that
will be used as inspiration)
b. Details, Measurements and other
considerations Proposition 2
c. Final Sketch
5) Conclusion
 Context and current layout
The chosen road is a section of
Buchanan Bus North Hanover street, which
Station runs alongside Buchanan Bus
station, leads south to George
Square, and is alongside the
Buchanan Multi Storey Buchanan Galleries
Galleries car park exit. Road is between 2
Parking
busy junctions. New Bridle works
Student accommodation built on
this road, next to Church and still
ongoing construction work
Glasgow
Queen
means increased rates of
pedestrians and construction
Station
vehicles
2 Lane Main Distributor Road, Bus station and Multi storey
adjacent car park which leads north to the M8 Flow Road –
also contributes to heavier than usual car traffic.
Due to these points, it wont be a good idea to change this
road into a flow road or local access road!
To the right is the count
of vehicles and
pedestrians, on a Sunday
morning, to give a
baseline of (probably) the
quietest day on this
street.
As seen by the numbers,
this street is still very
busy, due to the busy
environment of Buchanan
Shopping Centre,
Buchanan Bus Station and
Glasgow Queen Street.
This means that, on busier
days such as Monday
morning, the numbers
would be much larger
Current context of street
in two different sub –
sections. As discussed
below, cyclists are more
safe to ride on the
pavement than the road.
Designated space must be
given
Current situational problems and observations
Cycle box exists, but
unclear cycle lane
Arrows show
markings with double
behaviour of
yellow line drawn over
cars
it!
performing an
This makes it very
illegal U-turn,
unclear for cyclists in
to get to the
where they should
other side of
cycle on the road, and
the road
also increases risk in
accidents due to lack of
visual layout markings.

Photo shows
People were also spotted crossing the road without traffic
the busy
lights. This is not the problem of road design, as there are 2
oncoming signalled crossings on either end of this section.
buses, turning
from the bus Adding a pedestrian crossing in the middle of the road may
station. cause a lot more disturbance than convenience, as this is a
Bus-busy road, and there is also the car park to consider
Motorists
Altogether, the above 2 cases are the main problems, and
generally
will be considered in the 2 following propositions
drove carefully
Proposition 1) Similar examples and inspirations (that will be used as
inspiration)
A) 498 Victoria Road, Glasgow.

This small junction with Torrisdale street merges the

Cycle and Pedestrian paths with the side road, but
markings clearly show that’s cars turning in have
priority. Bicycles would have priority if the cycle lane
continued.
There exists Blister Paving which allows accessibility to
blind people. This is highlighted with yellow circles.
I believe a system like this could be introduced on North
Hanover street to not only provide a safe cycling space
from the busy road, but also to ensure cyclists and
pedestrians are separated.

B) 240 Anne Frankstraat, Amsterdam.

The building on the left is a Car Park, and to

accommodate drivers who want to take the other side
of the road, the median has been split, with white
dashed lines replacing it to keep the lanes consistent,
but allowing drivers to cross.

Although this Car Park is both an entrance and exit, it

suits as a good example to inspire the layout of
Buchanan Galleries Car park exit on North Hanover
street
 Proposition 1) Details, Measurements and other considerations
Lane measurements Kerbs, Drainage and Median Split
Propositions for both Since North Hanover street is inclined, the water will
sections . Bike lane collect far at the bottom of the whole street, near Georges
will be above kerb Square. This means that drainage during heavy rain will
and will not part of not be a problem, as all the water will move down the
road. This is to road. There are still existing drainage holes in the street at
eliminate dangerous regular intervals.
interaction between Below indicates the 4m difference in elevation from top to
cyclists and buses. bottom
Overall road width of
sections 23.9m and
21.3m maintained
from current
context. Sidewalk in
North section has
been increased from
2m to 2.4 due to side
green area being
removed.
A 2m pavement is
enough for two
The cycle path and footpath will Half-battered kerb will be
wheelchairs to pass be separated by a kerb with a 30° used between the cycle path
by each other angle, to avoid pedal strikes. This and road. Will notify drivers
comfortably will also help cycles move to the when they are too close to
pavement easily if they have a the side. Both these kerbs
puncture and want to stop away will be at a height of 50mm,
Cycle lane , pavement heights and tactical paving from the cycle path as shown below

https://assets.publishing.service.gov.uk/government/uploads/system/uploads/
A ‘Stepped Cycle Lane’ will attachment_data/file/918353/tactile-paving-surfaces.pdf Introducing a
be adopted to provide a median split will be
clear distinction between give cars a way to
the usage of each path. turn onto the
50mm curb height between opposite lane from
the road, bike path and the car park. On
pedestrian footpath will be Google Earth, the
used. This also complies Keep Clear box
with the regulations that measure 11.87m,
the pavement must be so it makes sense
100mm higher than the This design will include dropped blistered paving, which will create a to have a 12m long
(London Cycling Design Standards) road surface slope between the car park exit and pavements, easy access to blind
people and wheelchairs. The 400mm will be used as standard depth
split at least
 Proposition 1) Final Sketch

400mm
Proposition 2) Similar examples and inspirations (that will be used as
inspiration)
C) 79 Rue La Fayette, Paris.
This pedestrian and cycle crossing in France shows how a
zebra crossing in the UK can be combined with
accessibility for cycles as well.
This design will inspire the crossing in front of the
Buchanan Car Park exit, and will help merge with a cycle
lane and pedestrian foot path.
It can also be noticed that there are small poles in front of
the pedestrian crossing. This may be a good inclusion into
my 2nd proposition as it will increase safety for people.
The cycle path and cycle crossing will be at different
elevations, as per example here, to reduce the impulsive
behaviour of cyclists to cross as fast as possible.

D) 87 A804, Glasgow.
Although a 1-way example, this Box Junction next to
the M8 in Glasgow is a perfect inspiration for my
design. Since this box junction does not include any
traffic lights at this particular T-Junction, the function
of the yellow grid itself can be focussed on for the
effects of helping traffic merge easily from the side to
the main road.

In my 2nd proposition, I intend on using this design,

but for both directions of traffic.
 Proposition 2) Details, Measurements and other considerations
Lane measurements – same as Proposition 1 The cross-section, kerbs and drainage situation for the 2nd
proposition will be the same as the 1st, except there will
include a Box junction instead of a simple KEEP CLEAR box.
https://assets.publishing.servi
ce.gov.uk/government/upload
s/system/uploads/attachment
_data/file/773421/traffic-
signs-manual-chapter-05.pdf
Minimum dimension values
of a full box grid

The left image shows

where I think the yellow
box should fit in. The width
15000mm > 3000mm
of the box is just around
15m, and the height of the
box at 12m.
12000mm > These dimensions are easily
2000mm above the minimum size
limits of a full box junction
of 3m x 2m shown above

Cycle lane, Pavement heights– same as Proposition 1 Tactical Paving – Merging onto road that is raised to level of pavement
https://assets.publishing.service.gov.uk/government/uploads/system/upl
oads/attachment_data/file/918353/tactile-paving-surfaces.pdf

The left image demonstrates the UK standards for

tactical paving dimensions, where the road and
pavement meet on the same elevation.

This shows the standard depth of paving of 12m,

which will be used in my design as I am including an
elevated road surface, as by Figure C)
(London Cycling Design Standards)
 Proposition 2) Final Sketch

12m

1.2m

15m

400
mm
Advantages and Disadvantages
Advantages
• Bike and Pedestrians given clear priority over cars
as both paths run over bump at end of car park
exit. This will also bring about the local habit of
watching out for people crossing here
• Box Junction helps keep this entire section of road
clear, in order to fully accommodate the merging of
cars from the car park to either side of the road
• At least 2m pavement on each side making it
accessible for wheelchairs
• Bicycle lane is separated from road and pavement
• Blistered paving allows accessibility for blind
people, and wheelchairs as raised road height is
easy to use without having to get down and up
• 3.5 meter lanes allow buses to move easily, without
causing congestion
Advantages Disadvantages
• Accessible for wheelchairs on both
sides
• There is no marking or warning for the
• Bicycle lane is separated from road right side of traffic to stop when a car is
and pavement abou to turn into the right side.
• Bike and Pedestrians paths split, • There is no cycle path on the opposite
giving a chance for them to stop and side, and so cycles will have to share the
look if any cars are approaching from
the car park
2.4m of pavement with pedestrians.
• KEEP CLEAR box indicates where cars • Cars leaving the Buchanan Galleries Car
should stop to give space Park are given priority over pedestrians
• Blistered paving allows accessibility and cycles. This can be good or bad, but I
for blind people and wheel chairs as believe the focus should mainly be for the
slopes into road
• 3.5 meter lanes allow buses to move
convenience of the people on foot and
easily, without causing congestion bike.
Disadvantages
• Box junction may bring about
more congestion. Both sides
of the road are busy with
buses, and creating this empty
space may make the buses 12
m
stop too far back, blocking the 1.2m
junctions above and below
• There is no cycle path on the
opposite side, and so cycles
will have to share the 2.4m of 15m
pavement with pedestrians.
 Conclusion
To conclude, I believe that both designs will help accommodate wheelchairs,
pedestrians, blind people and cyclists very well.
Both designs considered the important fact that the Buchanan Bus Station
nearby means that there is a lot of bus traffic in this section of road, and so it is
better to focus on the turning of cars from the car park, rather than focus on
crossings for people as this may cause congestion, as mentioned earlier.
Depending on the priorities of the road, it will be better to either use Proposition
1 or 2.

Either way, it has been understood that road design must consider all aspects of
use, and even the finest of detail will effect the usability, and help ease of use
and access for all modes of transport and pedestrians.