Preston By-pass

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Preston Bypass
Shown in blue
Route information
Length8.26 mi (13.29 km)
HistoryOpened in 1958
Major junctions
South endBamber Bridge
Major intersections
  • A6
  • A59
North endBroughton
Location
CountryUnited Kingdom
Constituent countryEngland
Road network

The Preston Bypass was the United Kingdom's first motorway. It was designed and engineered by Lancashire County Council surveyor James Drake as part of a larger initiative to create a north-south motorway network that would later form part of the M6 motorway. The bypass was opened on 5 December 1958 by the then Prime Minister, Harold Macmillan. Nearly £3 million was spent on its construction. The original 8+1⁄4-mile (13.3 km) motorway ran around the east side of Preston between Bamber Bridge (now the M6, Junction 29) and Broughton (now the M55, Junction 1) and crosses over the River Ribble at Samlesbury at the M6 Junction 31.

Planning started in 1937, despite no legal powers permitting motorway construction until the introduction of the Special Roads Act 1949. Early work was hampered by heavy rainfall, resulting in the postponement of various heavy engineering works, such as the base foundation; the result of the weather meant the original two-year plan was delayed by a further five months. Weeks after opening, the road had to close temporarily due to water causing other problems when the base layer was damaged due to a rapid freeze and thaw cycle.

The bypass has undergone two separate lane-widening schemes, first in 1966 when it was widened to three lanes, then in the 1990s to expand to four lanes in each direction. The latter upgrade was significant enough to require reconstruction of the entire route, including all bridges, and it is now effectively a different motorway from the one that opened in 1958.

History

Planning

Before the motorway was constructed, the A6 through Preston handled north-south traffic with tailbacks and congestion a common occurrence, more so during special occasions such as the Blackpool Illuminations. The route had been planned as far back as 1937–1938,[1] with the basic alignment still deemed feasible by the time Lancashire County Council approved in the mid 1940s. Chief engineer Drake was part of a delegation from Lancashire that travelled to Germany in 1938 so that the council could draw up a plan. The agreed route formed part of the County Surveyors' Society's national proposals and was protected by Lancashire County Council from future developments.[2] During planning, the legal powers necessary for motorway construction did not exist, until the introduction of the Special Roads Act in 1949 that made it lawful to construct roads that were to be used only by certain classes of vehicle.[3] The bypass was seen as an experiment for future motorway construction, with many lessons and techniques being learnt that would contribute to the success of future projects. When the proposals were made public, including a large-scale model to ease the explaining of the scheme, only a handful of formal objections were raised and were resolved by agreement without the need to initiate a public inquiry, cited in part because of close personal involvement of Lancashire County Council and the surveyor during consultation.[4]

The Tarmac Group won the construction bid in 1956, including 19 bridges; John Cox was the onsite engineer assigned by the contractor to oversee the construction.[5]

Construction

The bypass under construction, 5 December 1958

The road was originally built with two lanes in each direction but with an unusually wide

hard shoulder. A hedge was planted along the length of the central reservation to help reduce the dazzle from the headlights of oncoming traffic at night. The road was constructed not to be a long stretch of straight road and with the addition of various bridges and tree planting, in the hope of preventing driver boredom reported on foreign motorways.[3] During the early months, some of the land was not available for contractors, as there were 75 agreements in place with land owners, with some, such as farmers, having clauses allowing them to complete that year's harvest before construction work commencing.[7]

The earth material used for the

embankments was planned to come from the road foundation works, but rainfall meant it was no longer fit for purpose, so hundreds of thousands of tons of hard filling were imported from around Lancashire. Earth-moving works could only be done efficiently from March to June, while conditions from July to October would be too sodden and impossible during winter.[7] In total, 3,400,000 tonnes (3,300,000 long tons) of earth was excavated, with a further 668,000 tonnes (657,000 long tons) of material imported for filling.[3] The sub-base consisted of burnt colliery shale with thickness dependent upon the ground conditions, followed by a layer of wet mix around 9 inches (23 cm) thick and topped with 2 to 3 inches (5 to 7.5 cm) of tarmac lined with 0.5 to 1 inch (1.3 to 2.5 cm) of asphalt. A newly discovered and unexpected bog in the Ribble valley also required removal.[7] 22 bridges were required in construction, and designers were given relative freedom in planning them. Chief engineer Drake proposed that the bridges be painted in different colours to enhance aesthetics and help alleviate driver boredom, contrary to the conventional practice of using neutral colours; drivers reacted favourably to alternately coloured bridges.[4]

The contracted period for construction was planned to be around two years, but the timescale was lengthened by nearly 25% due to rainfall that persisted throughout much of the early construction period. The heavy rainfall in late 1956 profoundly affected the heavy engineering work required to construct the road foundation, which postponed this work until early 1957.[3] During the first nine months of construction, working conditions were so bad that the main contractor, Tarmac Ltd, had an extension of five months granted due to the extraordinary and unforeseen weather conditions, pushing the date of completion back to 30 November 1958. At its peak, 750 men and around 24 engineers were working on the road's construction, as well as 50 crawler tractors, 24 excavators, 12 dump trucks, and around 100 lorries.[7]

Numerous lessons were learnt from the construction of Britain's first motorway, particularly towards using an appropriately screened base material, with water drainage systems that should be appropriate and fit for purposes, and the inclusion of continuous hard shoulders.[4]

Opening

Plaque to commemorate the opening of the bypass

The bypass was opened on 5 December 1958 by the Prime Minister, Harold Macmillan. It had cost £2,960,481 (equivalent to £73,582,626 in 2021), of which almost £2.5m was for construction of the motorway itself and over £500,000 was for the construction of two required major bridges, those being the Samlesbury Bridge (£334,431) and the High Walton Bridge (£193,690) respectively.[3] It was estimated that around a third of the total cost was on the bridges alone, a point questioned by the Birmingham Post, who noted that in percentage terms, it would not have cost significantly more to build the motorway as three lanes, compared to doing so retrospectively in the years to follow.[8]

Macmillan became the first man in Britain to travel on a motorway as a passenger in an Austin Sheerline limousine, setting off from what is now junction 31 on the M6 motorway.[9] Many hundreds of people gathered at the interchange in Samlesbury to witness the official opening, of whom many had participated in the construction and were proud of what they had achieved.[5]

Operation

The bypass being used shortly after opening, 1958

The motorway was designed to be capable of handling vehicles at speeds of 70 mph (110 km/h),

Coventry Evening Telegraph suggested in the first weeks after opening that the motorway was losing several hundred pounds a day, factoring in the lower than expected usage compared against the construction cost. Initially, the motorway took over 1,500 cars an hour, mostly sightseers driving for the experience; however, large queues at the northern roundabout terminus resulted in considerable lost journey time on a road intended to reduce journey times significantly.[12]

During the early period of operation, drivers reported being apprehensive about using the motorway through fear of faster drivers overtaking them, with average speeds recorded as being around 38 mph (61 km/h),[13] despite police records for the month ending 23 May 1959 showing no vehicle being driven faster than 75 mph (121 km/h).[14] Shortly after opening, the motorway saw its first two minor incidents; each was as a result of inexperienced drivers (in one case, an underage driver) being unfamiliar with motorway driving and losing control of their vehicles.[15]

On 21 January 1959, just 46 days after opening,

Harold Watkinson; additional drainage systems were also installed alongside the carriageway at the cost of £90,000[18] (equivalent to £2,200,000 in 2021).[17]

Upgrades

An additional third lane was added in each direction in 1966 using the land reserved within the central reservation without modifying existing bridges. Despite the relative ease in this work, the lack of hard shoulders at the bridges meant the number of available lanes during engineering works was inadequate to cope with the traffic volumes of the time, estimated to have been in the region of 140,000 vehicles daily.[4] Construction of the M61 motorway in 1969–1970 to carry Manchester traffic northbound had its northern terminus connect to a new junction on the bypass at Bamber Bridge, requiring the construction of Blacow Bridge to carry the northbound M61 traffic over the M6.[19]

The bypass underwent significant work during the early 1990s when it was completely rebuilt to become four lanes in each direction. All the bridges needed removing so a hard shoulder could be provided, despite most of them having a design lifespan of 120 years.[5] The bid to undertake the work was awarded to Balfour Beatty in February 1993, at a cost of £37,458,986[20] (equivalent to £81,176,000 in 2021).[17] The upgrade meant that the bypass was entirely reconstructed and is now effectively a different motorway from the original.[21] The four-lane motorway had been initially proposed back in 1924 when the idea was quickly dismissed after pressure mounted from railway lobbyists.[22]

Route

Preston bypass route (left: 1958, right: 2017)

Despite the motorway passing through industrial areas, the proposed route alignment meant that property demolition was kept to a minimum, with just a single farmhouse and three dwellings requiring demolition. The route was constructed through four separate localities, including 1.65 mi (2.66 km) through the County Borough of Preston, 2.54 mi (4.09 km) through the Urban District of Walton-le-Dale, 1.77 mi (2.85 km) through the Urban District of Fulwood and 2.30 mi (3.70 km) through the Rural District of Preston.[3]

Initially, there were a total of 22 bridges built under or over the motorway, such as a principal bridge at Samlesbury which carried traffic over the

A675 road. The overall width of the motorway was 112 ft (34 m), 24 ft (7.3 m) for each carriageway, 14 ft (4.3 m) for the verges and a 32 ft (9.8 m) central reservation.[3]

The routes around Preston, including the bypass as part of the modern-day M6 motorway, are recognised as being some of the most congested in the UK, with traffic to and from Preston being labelled amongst the country’s top 25 most congested routes.[23]

Preston Bypass
mile km Northbound exits (A carriageway) Junction Southbound exits (B carriageway) Coordinates
Continues as the M55 motorway to Blackpool, Fleetwood
A6
 M55 J1
Broughton Roundabout 		Preston, Garstang A6
8.0
7.5 		12.9
12.1 		The Lakes, Lancaster M6 M6 J32
 The North, The Lakes, Lancaster M6 53°48′24″N 2°41′52″W / 53.806759°N 2.697787°W / 53.806759; -2.697787 (M6, J32)
6
5.8 		9.6
9.3 		Preston (East),
B6242
 M6 J31A No access 53°47′20″N 2°39′30″W / 53.788940°N 2.658262°W / 53.788940; -2.658262 (M6, J31A)
4.1
3.5 		6.6
5.6 		Preston (Central), Blackburn (North), Clitheroe A59 M6 J31 Preston (Central), Clitheroe A59 53°45′54″N 2°38′09″W / 53.764949°N 2.635903°W / 53.764949; -2.635903 (M6, J31)
1.9
1.4 		3.0
2.3 		No access M6 J30 Manchester, Bolton M61
Leeds (M62)
Blackburn (M65) 		53°44′04″N 2°38′52″W / 53.734320°N 2.647705°W / 53.734320; -2.647705 (M6, J30)
0.4
0 		0.7
0 		Burnley, Blackburn, Preston (South) M65 M6 J29 Burnley, Blackburn M65 53°42′58″N 2°39′39″W / 53.716190°N 2.660751°W / 53.716190; -2.660751 (M6, J29)
Continues as the M6 motorway to Birmingham
Only the contemporary Junction 31 existed on the original by-pass formation

See also

References

  1. ^ Marshall, Chris. "Preston Bypass". cbrd.co.uk. Chris Marshall. Archived from the original on 10 March 2013. Retrieved 16 June 2014.
  2. ^ "UK Motorways, 1958–2008". Chartered Institution of Highways & Transportation: 13. November 2008. Archived from the original on 2 April 2017. Retrieved 5 December 2023.
  3. ^ a b c d e f g "Preston By-Pass – Official Opening Booklet" (PDF). Lancashire County Council. 5 December 1958. Archived from the original (PDF) on 5 March 2016. Retrieved 15 February 2017.
  4. ^ a b c d e "M6 Preston By-pass (J29 to J32)". The Motorway Archive. Archived from the original on 15 February 2017. Retrieved 4 January 2017.
  5. ^ a b c d "Chapter 12. Britain's First Motorway: The Preston By-pass". The Motorway Archive. Archived from the original on 18 February 2017. Retrieved 17 February 2017.
  6. ^ a b "Marking 50 years of UK motorways". BBC News. 5 December 2008. Retrieved 15 February 2017.
  7. ^ a b c d "Building the motorway". The Guardian. 5 December 1958. p. 16.
  8. ^ "May Be Costly". The Birmingham Post. 24 April 1958. p. 41.
  9. ^ "The drive of our lives: 50 Years of Britain's motorways". The Independent. 24 November 2008. Retrieved 17 February 2017.
  10. ^ "70 M.P.H. Limit For Four Months". The Times. 25 November 1965. p. 12.
  11. ISBN 978-1-84668-060-1
    .
  12. ^ "The £1,000-a-day that must be met". Coventry Evening Telegraph. 26 January 1959. p. 8.
  13. ISBN 978-1-84668-060-1
    .
  14. ^ "Special Roads (1959)". Parliamentary Debates (Hansard). House of Commons. 17 July 1959. Retrieved 1 April 2017.
  15. ^ "Preston Bypass – A new era of motoring". CBRD. Archived from the original on 16 February 2017. Retrieved 15 February 2017.
  16. ^ "Preston by Pass Closure (1959)". Parliamentary Debates (Hansard). House of Commons. 28 January 1959. Retrieved 29 March 2017.
  17. ^ a b c UK Retail Price Index inflation figures are based on data from Clark, Gregory (2017). "The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)". MeasuringWorth. Retrieved 11 June 2022.
  18. ^ "Preston by Pass (1959)". Parliamentary Debates (Hansard). Written-Answers. 4 February 1959. Retrieved 29 March 2017.
  19. ^ "Road Construction Contracts (1994)". Parliamentary Debates (Hansard). Written-Answers. 23 May 1994. Retrieved 17 February 2017.
  20. ^ "Preston Bypass Epilogue". CRBD. Archived from the original on 20 February 2017. Retrieved 19 February 2017.
  21. ^ "Preston Bypass, Timeline Item". Engineering Timelines. Retrieved 28 March 2017.
  22. ^ "It's official: Preston is one of most congested cities in Britain". Lancashire Evening Post. 23 March 2016. Retrieved 4 January 2017.

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