Let it Grow!

D r u mc h a p e l M a s t e r p l a n

Let it Grow!

Leon Christie Miguel Silva Barral

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Introduction As part of the 2017-2018 MSc Urban Design at the University of Strathclyde, students were tasked with developing a design vision for the long term future of Drumchapel in Glasgow. The scope project was developed in response to the well documented Scottish housing shortage and the housing strategies and ambitions of Glasgow City Council and Glasgow Houaing Association. Hence Glasgow commisioned the study to delevop a proposal for how to transform

Drumchapel into a desirable home for current and future residents, encouraging private ownership.

The project is structured into four key stages; Analysis, Strategies, Foundation Masterplan and Detailed Masterplan. This booklet is the work of Leon Christie and Miguel Silva Barral for the Foundation Masterplan and Detailed Masterplan stages.

Leon Christie (Perth, UK).

Civil Engeneering.

MSc Urban Design.

Miguel Silva Barral (A CoruĂąa, Spain).

Architecture.

PGCert Urban Design.

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PgDip/MArch Advanced Architectural Design (AAD) MArch Architectural Design International (MADi) PgDip/MSc Urban Design Department of Architecture University of Strathclyde Glasgow strath.ac.uk/engineering/architecture/

Table of Contents Introduction 2

Preliminaries 4 Summary of previous phases

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1.1. Analysis 1.2. Strategies 1.3. Proposed Concept Plan The project

7 15 16 18

2.1. Choosing a Design Area 2.2. Vision Foundation Masterplan

19 20 22

3.1. Confirmation and Transformation areas 3.2. Streets 3.3. Densities

26 27 34

Masterplan 36 Street Design

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1.1. Aims and principles 1.2. Street Design Code 1.3. Character Areas 1.4. Places of Special Significance Housing and Plots

41 42 56 62 76

2.1. Plot-Based Urbanism 2.2. Delivery 2.3. Local Urban Code 2.4. Regulatory Framework Ecological Network

77 78 80 86 92

3.2. Ecological Network Elements 94 Phasing 100

Appendices 108 The Built Form

110

Typology & density Density Iterations

111 122

3

Preliminari

4

ies

5

Summary of previous phases 6

1.1. Analysis This Masterplan lies its foundations on the work developed during the previous four months, in which different teams analyzed various aspects that give a comprehensive overview of the current state of Drumchapel. This led another set of teams to state what future they envisioned for this district,

and to come up with a range of strategies that will make those visions possible. The strategies then crystallize into a proposed concept plan, which particularizes these strategies into actions.

From here, we chose an area to be developed in detail. We shall now see the steps that led us to that point.

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Figure 1: Current state of Drumchapel

Figure 2: Buildings by use

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Figure 3: Buildings by type

1.1.1. Analysing the physical form Analysis of the elements that constitute the built environment shows many issues related to the urban form.

Clusters of buildings make up local, disconnected subareas of Drumchapel being segregated by vast areas of open space.

Analysis of uses (fig 2) and typologies (fig 3) show a clear separation. Most commerce and services are located in a central-southern position, while most of the rest is purely residential. This too is segregated, with buildings clustered by typology.

The block size diagram (fig 5) shows mostly medium and larger sized blocks, with few smaller blocks. This results in a loss of connectivity, especially pedestrian, and indicates the prevalence of the car as a neccessary mean of transport.

The map shows a large avaliability of green spaces; while many of them are derelict land, the potential they present is great, for either developmental or environmental purposes. Some of these spaces will need to be used as ways of managing stormwater, being flood risk an actual threat in the area.

Figure 4: Flood risk

Figure 5: Block sizes

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1.1.2. Analysing networks "Due to the challenging topographic conditions in Drumchapel, the street network sufers from an unregulated pattern.

Consequently, roads are convoluted and do not facilitate luent eicient movement through the town. Large unoccupied land interrupts Drumchapel’s urban fabric and create big gaps in the street network which then further reduce walkability between one area to the other. The very geographic centre of Drumchapel is serving as a barrier between the north and south parts due to a lack of sufficient connections through it. There is an existing network of pedestrian paths in place, yet at places it appears disconnected. The landscape strategy of the green areas can benefit from certain improvements so as to ensure better walkability through the park as a shortcut between Drumchapel’s north and south sides." 1

1

Patarova, A.; Indzhov, H.; Chavdarova, V.; Gan, Z. "Analysis booklet #5: Network Analysis of Streets"

Even though Drumchapel’s topography is challenging and should be taken into account when laying out future street network proposals, it should be treated so as to achieve best results in urban connectivity. The presence of so many gap sites presents an opportunity for repairing its patched-up urban fabric and re-building connections between places.

An improvement in the street connections can create conditions for the development of better public space and even distribution of facilities, thus improving local quality of life and walkability levels.

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Figure 6: Global straightness centrality

Figure 7: Public connections

Transport

Figure 8: Local centrality 800m

closeness

Figure 9: Global straightness centrality

Figure 10: Global betweenness centrality

By leveraging the large amount of undeveloped land north of Linkwood Drive, there is potential for improving Drumchapel’s closeness centrality in the north by introducing a denser street network. It would be harder to introduce density in the west, which is more built-up, unless connections westward with Bearsden area sought.

Straightness centrality is strongest where streets form a grid pattern and have many mutual intersections, so it would be beneicial to introduce such a pattern within new developments.

Despite Drumchapel’s good betweenness centrality on a local scale, a new vertical axis through the Garscadden valley could reinforce the connection between south and north and help establish a neighbourhood core.

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Figure 11: 1888-1913 OS map, showing Garscadden House, the still existing villas, and the Castle of Drumry.

Figure 12: 1944-1966 OS map, showing the maximum extension of Drumchapel (white pages) and the tenement as the dominant typology.

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1.1.3. Analysing the invisible HISTORY

PLANNING FRAMEWORK

EXPERIENCING DRUMCHAPEL

The most important historic landmark in the area is the Antonine Wall, built by the romans during the 2nd century.

In the more recent history, the most relevant site was Garscadden Estate, built in the 18th century. This was the gravitational centre of Drumchapel until the post-war era, when the modernist developments are built. It is now that the most recognizable features of this district appear: the wide spaces, the cookie-cutter tenements and, above all, the surge of a working-class only, disconnected community. When the industry on which it was highly dependent closed, the population rapidly declined, and most of the area became vacant brownfield.

As a result of the decentralisation policies in the 50s Drumchapel has been built guided by modernist principles which has led to relatively poor housing stock throughout the area, with ribbon blocks not suited to context and low density suburban housing. As a result of the poorquality stock and other socio-economic and environmental factors Drumchapel has become an undesirable place to live and the population has decreased from 34000 to 12000 since the 1950s.

Kinfauns Drive and Drumchapel Road are perceived as the main "paths". The major "node" is the shopping centre, and Garscadden burn and the vacant lands are considered "edges". All of the streets analyzed fail to meet the criteria defining a "vibrant street". The perception of safety is quite consistent throughout the area, with the only issues being related to vandalism by the youth. Many areas, however, are considered "uncomfortable", such as the industrial site. Vacant buildings and lack of variety are a common occurrence in the area of study.

Figure 13: Experiencing Drumchapel's perceptual map, showing edges (dark red), nodes (pink), paths (beige) and landmarks (stars).

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connected green network

Figure 14: Issues map of Drumchapel

Big blocks Poor connectivity Lack of vibrancy Uniformity Lack of imageability Topography Dispersal of services and retail Flood risk Inefficient position of train station

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1.2. Strategies Based on the previous research, a num- of imageability, therefore reducing ber of issues have been identified: dweller's ownership of their neighbourhood.

A difficult topography to work with, Flood risk in many areas, especially consisting in multiple drumlins sepa- those near to the burns. rated by valleys, which cause isolation between areas.

In order to address these issues, some A poor inner connectivity, with a street strategies have been developed. They network lacking in centrality, hierarchy include establishing a good street neand user experience. twork to increase the inner connecAn outward connectivity impaired by tivity, connect key points to enhance the nowadays badly positioned railway Drumchapel's connection to the outsistation, far from the center and the de, move the train station to where it main arteries. would be most useful, densify the acLack of retail and dispersal of services, tivity nodes to sustain vibrancy and a which results in car dependancy and a few other strategies that aim to achieve striking lack of vibrancy. the desired complexity that will make Uniformity of the built form which re- Drumchapel an adaptable, resilient, cosults in dull urban landscapes and lack hesive neighbourhood.

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1.3. Proposed Concept Plan

NODES

STREETS

This proposed concept plan plans to strengthen the current central node, centered around the junction between the two main axis. Being the most connected place in the district, both by private and public transport, it has the potential to attract both dwellers and visitors alike. Because it's the existing main node, people can recognize it as a node from the beginning.

To define the node and create centrality, two arteries are proposed; a new west-east axis, connecting Drumchapel to Clydebank and Bearsden respectively; and realignement of the existing north-south road to create a more dircet route to the road leading to Duntocher to the north.

This concept contemplates the creation of four additional neighbourhood nodes, all surrounding the main node and connected by public transport and direct rputes. As with the main node, they are placed in already consolidated places for inmediate recognition, for these places happen to be spaced evenly.

ECOLOGICAL The street network facilitates a connected green network amougst the green nodes of the area to avoid a detminetal impact on the existing ecosysytem, and tomobilse ecosystem services throughout the urban area.

Figure 15: Concept Plan

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The project 18

2.1. Choosing a Design Area Our Design Area of choice is centered on what we expect to be the main node.

This provides us with a number of interesting challenges and opportunities: STATION The area encompasses what we see as the potential catalyst for transformation; the new railway station, sitting on the main road and much better connected than the existing. Offering fast and safe journeys to the city centre and other parts of Glasgow while having low housing prices can encourage potential dwellers to move into this area, thus sparking its growth.

CENTRAL NODE

Figure 16: Design Area

Already existing as Drumchapel’s current centre, it is also largely flat, which allows for efficient building and good walkability. Being on a main junction and close to the station makes it very well connected, and provides a certain amount of through traffic that may add demand for services and retail. Having the central node means that we can work with the highest densities for this district and integrate services, public facilities and retail in the urban tissue, making this area more complex and interesting.

TOPOGRAPHY We get to deal with complicated topography, especially the hill atop of which are sitting the two towers and the valley around Garscadden burn. The burn also flows through this area, providing a great opportunity for placemaking and environmental strategies.

HERITAGE The area hosts a number of valuable buildings, including victorian villas and two churches.

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2.2. Vision Drumchapel is no longer a stigmatised and deprived peripheral housing estate, but the central district in a western belt of centres that includes Clydebank and Bearsden. It is an area of vitality, with a high quality public realm, convenient transport options and a diverse mix of services and amenities. A strong community spirit exists, fostered through the bottomup, self-organising approach that brought about its transformation.

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Figure 17: Casbah of Algiers

Figure 18: Amsterdam

"The key to fixining our broken part of urban development does not lie in grand plans or giants proects.

Rather it lies in the collective initiative and energy of people."

Massive Small

“Neighborhoods built up all at once change little physically over the years as a rule...[Residents] regret that the neighborhood has changed. Yet the fact is, physically it has changed remarkably little. People's feelings about it, rather, have changed. The neighborhood shows a strange inability to update itself, enliven itself, repair itself, or to be sought after, out of choice, by a new generation. It is dead. Actually it was dead from birth, but nobody noticed this much until the corpse began to smell.�

Jane Jacobs, The Death and Life of Great American Cities

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Foundation Masterplan 22

The Foundation Masterplan transforms the strategies and concept plan into a spatial structure. It is an intermediate stage between the previous stage and the following detail design that considers the street hierarchy, densities and street edges of the Masterplan, as a tool for optimisation of these components. Indeed it requires a projection of what the detailed manifestations will be, which consequently informs decisions made in the Foundation Masterplan, but is a useful tool to isolate the structural components in order to tackle the complexity of such features.

These components have implications for connectivity, block size, street wid-

th, properties of public spaces and the inherent experience of a place, so it is crucial to gain an understanding of these implications whilst using this process.

We identify the extent of transformation required under our vision, we layout a street network as the predominant determinant of urban form and we attribute densities pertinent to the vision, conscious of appropriate contextual confines, and analysis of selected examples of these densities, to help understand their resultant form. The result is a refined spatial structure where from the Masterplan can evolve.

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Figure 19: Foundation Masterplan

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DENSITY BAND

FOUNDATION MASTERPLAN COVERAGE

DENSITY RANGE

DWELLINGS

L-

1.7443

35-45

70

L=

1.2837

45-55

64

L+

2.654

55-65

159

M-

5.8136

65-75

407

M=

6.475

75-85

518

local street

M+

4.8083

85-95

433

local main road

H-

3.5824

95-105

358

urban main roads

H=

0.9894

105-115

109

high speed routes

H+

2.4042

115-125

289

lanes

2406

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3.1. Confirmation and Transformation areas Initially we set out to define transformation areas (areas to undergo significant change) and conservation areas (areas to remain largely intact).

However, following in depth analysis of the site we feel that no considerable area within the design area, with the exception of Garscadden

Figure 20: Confirmation and Transformation Area

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Valley and the villas on Garscadden Road, will not be subject to significant change. We feel the extent of development proposed is justified due to spatial requirements of the district node and the poor urban structure and building quality that occupy the design area as existing.

3.2. Streets Buildings may come and go, but streets usually last much longer, outliving buildings by decades, centuries and even millenia. That's what makes the street layout the most important decision in a masterplan, and the reason why we felt that we needed a methodology for a process that would be otherwise entirely arbitrary.

Our aim is to design a street network that is: useful, this is, that covers the movement needs of the users; efficient, allowing as much land as possible to be developed; resilient, able to host a wide range of uses through all of its lifetime; and is of value, that it induces

emotional well being and sense of place to the user.

To achieve these objectives, we could have looked to a few streets that we think align with those principles and try to imitate them. However, that would go against our early stated ethos of "letting it grow". Instead, being consequent with our motto, we wanted our streets to develop as they do spontaneously.

This means that we need to take a morphogenetic approach to urban form, unlocking the DNA of the generative process of streets to then apply it to our own streets. This is what we have called "the Generative Algorithm".

3.2.1. The Generative Algorithm The Generative Algorithm is a set of rules that define how the process of urban growth generates the two elements that make up the urban tissue: streets and plots. This area of knowledge pertains to urban morphology. For this proposal, we have studied the work of the Italian school of Urban Morphology, in particular that of Gianfranco Caniggia.

resonant with the human needs than the "creationist" design, which may overlook many important details that go unnoticed to the planner. Thus, we use the description of the urban tissue generation process to create a ruleset that would allow anybody to design "spontaneous-like" streets, and in this case, to apply the ruleset ourselves to asess our design.

The urban tissue formed in a sponta- In the next pages we will see how this neous way tends to produce a series process works, and the urban forms of patterns and forms that are more that result.

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1

Main routes form from one node to another. These will be called matrix routes and they follow the lowest effort path joining the two nodes.

A series of plots appear on both sides of the route, facing and perpendicular to it, extending from both nodes along the route. This band of plots is called the pertinent strip of the route.

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Secondary routes form, not joining nodes, but extending from the matrix routes, solely in order to be populated, their sides being built up. These are called planned building routes.

• Planned building routes originate at right angles from matrix routes.

• The planned building route's pertinent strip won't start until the depth of the matrix route's pertinent strip is reached.

• Planned building routes are rectilinear, to allow plots to be rectangular.

• If there is land avaliable next to the matrix route, a second planned building route will appear before the first goes much further.

• This second planned building route will appear at a distance equal to twice the standard plot depth.

• Subsequent planned building routes will tend to be parallel to the first one, to allow plots to be rectangular.

• If "right angle from matrix route" and "parallel to previous planned building route" are incompatible (i.e. the matrix route is curvilinear), planned building routes will start perpendicular and bend once the matrix route's pertinent strip depth is reached.

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3

Connecting routes appear to allow navigating between planned building routes without going back to the matrix route.

Connecting routes won't feature their own pertinent strip unless infill plots appear due to high land value and risen demand.

4

5

Once an area has been built up, the pertinent area (the portion of open land inside a built plot) of the corner plots will see their value increased, and as a result may become independent, buildable plots, albeit shorter. This are the infill plots, which appear spontaneously to maximize land use efficiency.

All the previous phases conform the generation of the basic tissue. From here, another type of route, the breakthough route, may overlap previous tissue to directly link existing or newly emerging nodes when no matrix route already ensures this link.

These routes tend to feature irregular or trapezoidal plots in their pertinent strips, as they need to adapt to the previously existing plots to which they are not aligned.

In bluish grey: processes that affect plots.

In black: processes that affect streets.

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3.2.2. Street Layout Our street layout originates from applying case with Glaeser or Canniggia streets. the previously stated rules to our context. These have few to no plots facing them unless high demand exists in the area.

The matrix routes are those that go from node to node. This means that our Burn street is slightly different; it would two axis, that join adjacent nodes be- be more useful to think of it as a point tween themselves (Bearsden, Drumry) to point, but that would make it a matrix and Drumchapel with them, fall within route and that was too high in rank for this category. Garscadden Road, joi- such a small and quiet place. A comning the new junction with Old Drum- promise solution was found when, gichapel, Dunkenny Road, connecting ven its distinctive character unlike any the central node with the northwester- other street, we made it into an early nmost neighbourhood node, Dalsetter breakthrough route, breaking through a Avenue, offering a shortcut to the new very homogeneous tissue and thus prestation, and Linkwood Drive, leading to senting typical features of these routes the top of the hill, are all matrix routes such as trapezoidal plots. as well, albeit lower in hierarchy.

From these matrix routes, so called planned building routes originate at right angles. There are many instances of this type of street, such as Hippodamus, Burnham and McHarg streets springing from Drumry Avenue, or Lynch and Alexander streets stemming from Dalsetter Avenue. These routes indeed are parallel to each other, rectilinear and separated twice the standard plot depth from each other. In some occasions, to keep parallel to the previous and still emerge at right angles from the matrix route, they need to bend, and they do so after one standard plot depth from their starting point.

Connecting routes allow navigation between planned building routes after a certain distance from the junction, as is the

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connecting route planned building routes

matrix routes

Urban and Local Main roads work as matrix routes, joining relevant nodes

Main roads (matrix routes) present a continuous, unbroken strip of plots

Streets springing from the High St do so perpendicularly and parallel to each other

Planned building route's strips, like Lynch Street's, appear past the depth of the matrix street's pertinent strip

Planned building routes, again like Lynch street, are rectilinear

A second planned building route appears at a distance of 2x the average plot depth

Planned building routes, as these ones When being parallel to each other and perpendicular Past a certain distance, connecting routs originating from Drumry avenue, are parallel to the matrix route are not compatible, they bend, facilitate communication between planned to each other like these ones stemming from Garscadden Rd building streets, as is the case with Glaeser St

Connecting routes like Florida lane don't have plots Eventually, pertinent areas of the plots next to a facing them at the beginning connecting street like these from the main node may become independent plots

Being akin to a breakthrough route, Burn St features irregular and trapezoidal plots

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3.2.3. Multiple Centrality Assesment Centrality is the mathematic, measurable value of the "relevance of a place", this is, places that are "closer to other places (closeness centrality), places that are structurally made to be traversed (betweenness centrality), places whose route to other places deviates less from the virtual straight route (straightness centrality)" (Crucitti, Latora, and Porta, 2006)1.

EXISTING BETWEENNESS CENTRALITY

BETWEENNESS CENTRALITY "Betweenness centrality, CB, is based on the idea that a node is central if it lies between many other nodes, in the sense that it is traversed by many of the shortest paths connecting couples of nodes."

A street with a high betweenness centrality implies a busy street, with higher footfall and easier communication with other areas in the metropolitan area.

EXISTING STRAIGHTNESS CENTRALITY

STRAIGHTNESS CENTRALITY "Straightness centrality, CS, originates from the idea that the efficiency in the communication between two nodes i and j is equal to the inverse of the shortest path length dij." Higher straightness centrality means shorter travel times, leading to ADASDASDASD CLOSENESS CENTRALITY 400M "Closeness centrality, CC400, measures to which extent a node i is near to other nodes along the shortest paths within a 400m radius". 400m represents a 5 minutes walk. Streets with higher closeness centrality are within walking distance of many places, which makes them ideal for services and public transport stops.

1 Crucitti, P., Latora, V. & Porta, S., 2006. Centrality in networks of urban streets. Chaos: An Interdisciplinary Journal of Nonlinear Science, 16(1).

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EXISTING CLOSENESS CENTRALITY (400M)

PROPOSED BETWEENNESS CENTRALITY

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RESULTS INTERPRETATION The new section of the north-south axis (1) stands out as a main route, partially reducing the amount of routes through of some minor streets (2) which will benefit from the calmed traffic. The other main change is driven by the new park valley road (3), directing the traffic through and from Bearsden through the center. This analysis confirms the proposed Station street-High street, Southdeen avenue and Drumry street as the main axis, and Garscadden square (4) as a major nodal point.

2

3

4

PROPOSED STRAIGHTNESS CENTRALITY

RESULTS INTERPRETATION

5

5 6 5

PROPOSED CLOSENESS CENTRALITY (400M)

7 7

7

7

Contrasting with the convoluted forms of the typical sprawl street and the lollipop shaped cul-de-sacs, which present an extremely low straightness centrality, the proposed street network is based on a grid of mainly straight streets coming at right angles. This gives the gridded areas (5) a high straightness centrality.

The connection with Bearsden is also straighter after Southdeen avenue extension (6).

RESULTS INTERPRETATION If there is a measurement that would favor greatly the gridded network, that would be closeness centrality. Grids, and especially 4-way junctions (in contrast with T-junctions) raise the number of connections for each node. Since closeness centrality measures the sheer amount of connected nodes within a radius, the more connections, the higher the node ranks. Therefore, the closeness centrality of the gridded areas (7) has been hugely improved.

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3.3. Densities Through our Strategies, Concept Plan and Foundation Masterplan a framework is developed for Drumchapel as a successful place under principles of good urbanism. From here, the design process evolves through determining appropriate density.

dius facilitates a diverse centre as stated by the Urban Task Force in ‘Towards an Urban Renaissance’ (1999) (Barton et al. 2003). Acknowledging the identity of Drumchapel, we believe the lower end of this range at 5,000 is appropriate and achievable and as identified in the analysis, low densities and and lack of social diversity is undermining the vitality of the area and hence, a ‘diverse centre’ is fundamental to making Drumchapel a successful place.

This requires consideration for what levels are required to achieve sufficient diversity, connectivity and public services and amenities provision, and also what is contextually appropriate given Drumchapel’s identity as a residential Translating 5,000 people into dweneighbourhood on the fringe of Glas- llings; we divide it by 2.2, the average gow. number of people per household in Scotland as recorded in the 2011 UniWith this in mind we aim for a threshold ted Kingdom Census (Office for Naas understood to achieve such attribu- tional Statistics 2013), giving a target tes and compare the resultant form to of 2273 dwellings. places of similar characteristics to ensure that the massing feels appropriate. Within a 400m radius of the node we then calculate the buildable area under A concentration of people in the range each density range and apply trial and of 5,000-10,000 within a 400m ra- error with different values of range,

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until the total number of dwellings produced amputated to approx. 2273, in units per hectare with one unit equaling approx. 0.9 dwellings: Average household size in the UK is 90m2 (Heath 2017), equalling 270m3 at approximate storey height of 3m.

Thus at one unit equal to 300m3, one unit equals 0.9 dwellings.

The result is an average of 72 units per hectare, with building heights of 3 stories at the centre (4 at the corners of the node), dropping to two stories approx. 200m from the node. This results in massing which feels similar to that of Renfrew, a place we feel Drumchapel has the potential to reflect in size, being a small town of around 20,000 people, at the same distance from Glasgow City Centre as Drumchapel.

Figure 22: Renfrew Town Centre Source: Bing Maps

Figure 21: Renfrew and Drumchapel Startegic Comparrisons Source: Google Maps

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Masterplan

36

n

37

38

39

Street Design

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1.1. Aims and principles Following the establishment of the street network street design becomes a reciprocal process between itself, the environmental network and the built form. Spatial constraints exist and the merit in street design lies in understanding the nature of a street and what the implications of it’s design in order to achieve something that is egalitarian, adds quality of life, and is harmonious with its context.

Thus, our design principles are focused on; inclusivity, that treets are to balance the needs of all users; safety, that streets are safe and comfortable for all users and prioritise the most vulnerable where users interact; place, that streets are a public space of high quality; ecology, that streets are integrated with ecological networks; and mobility, that streets facilitate a range of transport options.

Streets in Drumchapel currently do little Streets often manifest with little design to serve any users beyond the motorists. considerations beyond movement and Carriageways are wide and footways are ‘safety’ so it is relevant to consider how modest. The resultant high traffic speeds a street can succeed as a public spa- are exacerbated by user separation ce as an ethos to carry forward. In the perceptions and the facilitation of fast words of Donald Appleyard: turning through wide corner radii. Furthermore, adjacent buildings rarely inte"Streets have been the places where children first lear- ract with the streets in a way that feels contextually appropriate or adds value ned about the world, where neighbors met, the social and streets are destitute of any quality centers of towns and cities, the rallying points for re- in materials, greenery or street furniture.

volts, the scenes of repression."

To translate this into a tangible objective we take the measures of success of streets as outlined by The National Association of CIty Transportation Officials (NATCO) and the Global Designing Cities Initiative (2016) in the ‘Global Street Design Guide’: Streets are to both public spaces and movement corridors, where their design supports public health and safety, quality of life, environmental sustainability, economic sustainability, and social equity.

By applying the principles set out we can achieve streets that provide an attractive means public and active travel.

We can move beyond the notion separation as safety and create streets that naturally slow down traffic by design.

We can can create ‘public rooms’ that provide a platform for social and economic activities. Ecological networks can be interwoven with the street to support sustainability and improve quality of life. By putting people first, streets become a multifaceted asset.

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1.2. Street Design Code 1.2.1. Urban Main Streets Urban Main Streets are the highest tier of Matrix Routes (see Generative Algorithm), this is, they comprise the routes that are meant to directly connect nodes. They rank highest in a Betweenness Centrality measurement, being the ones with most users. That will be relevant for traffic management, footfall, commercial desirability, noise reduction and many other aspects.

conform the core of our proposed street network, this is, the north-south axis (High Street - Station Street) and the east-west axis (Southdeen Avenue - Drumry Street).

The Urban Main roads connect Drumchapel with other parts of the Glasgow Metropolitan Area, as well as different parts of it through Drumchapel. They

The special needs of this category of streets include accomodating a high intensity of traffic in many modes of Figure 23: Current state of Kinfauns Drive, the High Street transport (pedestrians, cyclists, public proposed Source: Google Maps transport, drivers, deliveries) while at the same time allowing for retail and active street frontages and considering environmental networks and stormwater management.

PEDESTRIANS Pedestrian flow and street frontage activities are the main requirements. 3m of clear path for passers by, plus up to 3m to be used by retailers or stalls will be provided. Benches, and human-scaled lighting will be installed, along with zebra crossings at junctions.

PRIVATE VEHICLES Good public transport provison plays a crucial role in the success of the area, especially train, which will reduce the Figure 24: Existing Duntreath Avenue, the proStation Street. usage of private cars. Regular usage of posed Source: Urban Street Design Guide cars is still likely, but it can be accomodated in one carriageway in each direction.

CYCLISTS A 3m 2-way, segregated cycle lane is proposed. Private parking provides a buffer between cyclists and motorists and a 0.5m buffer strip between the parked cars and cycle lane is provided to avoid collisons with opening doors.

Traffic calming on Urban Main streets will be provided by buses stopping, other vehicles parking , mini roundabouts or trees but no further measures are required since providing easy access for emergency vehicles and comfort for buses is paramount.

Parking spaces are provided on both sides of the street.

PUBLIC TRANSPORT Urban Main streets constitute critical bus routes. The maximum volume of bus traffic expected won't require a dedicated lane, and thus buses will circulate and stop on the carriageway. 6m carriageways will facilitate buses and other service vehicles. Bus stops are located in extensions of the sidewalk, raising the cycle lane when needed.

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ENVIRONMENTAL NETWORK Alternating permeable paved parking, rain gardens and tree planters are located within the 2m section adjcaent to the carriageway. See Section 3.2 for more details.

Figure 28: Existing Urban Main Plan

Figure 26: Proposal for Karangahape Road, Auckland Source: New Zealand Governemnt

Figure 27: Rijnstraat, Amsterdam.

Source: Google Maps

Figure 25: Diagram of a Main Street, according to NACTO's Urban Street Design Guide.

Source: Urban Street Design Guide

pedestrian bicycle greenery private vehicle parking bus

Figure 29: Proposed Urban Main Plan and Section

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Figure 30: Proposed Urban Main: Duntrath Avenue & High Street

44

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1.2.2. Local Main Streets Local Main Streets connect neighbourhoods within a district more so than one district to another. This makes them a lower tier of Matrix Routes1. They present a high Betweenness Centrality, albeit lower than Urban Main Streets.

They are intense in local traffic, and play an important role in the everyday life of the neighbours.

Local Mains are located approximately every 300-400m (when running in parallel). In our proposal, three existing Local Main Streets remain the same category: Linkwood Drive, connecting the area of the park with the currently populated area east of Drumchapel, Kinfauns Drive, the backbone that has structured this place up this day, and Dunkenny Road, providing a route from Drumry Road E to Kinfauns Drive via Antonine primary School and Drumchapel Park, that is altentaive to traveling via the proposed node. Drumchapel Road, formerly an Urban Main 1 Caniggia, Maffei; Interpreting Basic Building PEDESTRIANS Pedstrian flows and frontages are lesser than Urban Mains but still in significant numbers. A 2.4m footway with 1.5m fronatge zone for when required will facilitate footfall.

CYCLISTS Traffic flows and speeds are low enough for cyclists to share the carriageway in a comfortable way. Cycle parking is provided frequently , specifically at bus stops.

ENVIRONMENTAL NETWORK Alternating permeable paved parking, rain gardens and tree planters are located within the 2m section adjcaent to the carriageway. see Section 3.2 for more details.

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Road connecting Drumchapel with Bearsden, is downgraded to Local Main after the completion of the new axis Figure 32: Linkwood Drive as existing; it will along Southdeen Avenue. Two streets change its section to fit our Local Main standards are upgraded, Blackcraig Avenue, offe- Source: Google Maps ring a shorter alternative to Kinfauns Dr to access the centre, and Dalsetter Avenue, shortening the travel from Drumchapel Rd to the new Railway Station.

Local Main Streets are characterised by dense residential development and community institutions (schools, Figure 33: Current Dalsetter Ave, to be upgrachurches, etc.) which coupled with a ded to Local Main Street.

Source: Urban Street Design Guide narrower cross section than the Urban Main, will influence slower traffic speeds.

They benefit from the higher footfall of an important thoroughfare which allows for tertiary uses and good connections, while avoiding the noise and traffic leFigure 31: NACTO Urban Street Design Guivels of an Urban Main Street. de's diagram of a Neighbourhood Main Street.

Source: Urban Street Design Guide

PUBLIC TRANSPORT Local mains constitute the remainder of the bus network, facilitating routes additional to the Urban Mains that locate bus services within reasonable walking distance of every citizen.

Figure 34: Neighbourhiid Street Proposals,

PRIVATE VEHICLES Portalnd As with Urban Mains a good public Source: Central Oregon Landwatch transport provision underlines a limited provision of parking. Provision is adjacent to the carriage, providing a traffic calming influenec along with alternating trees.

Figure 35: Neighnourhood Street, Adelaide Source: Adelaide Design Manual

Figure 36: Existing Local Main Plan

pedestrian bicycle greenery private vehicle parking bus

Figure 37: Proposed Local Main Section and Plan

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Figure 38: Proposed Local Main: Dalsetter Avenue

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Figure 39: Proposed Local Main: Linkwood Avenue

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1.2.3. Local Street 1ST ORDER 1st Order Local Streets provide local access and provide maintain freeflowing 2way traffic on streets of somehwat significance, specificall the streets along th enorth and south perimiters of Linkwood Park. Thus they are characterised by the adjavcent park and a a dense residential face on the opposing sides. They are similar in section to Local Mains however a narrower carria-

geway restricts bus and larger vehicle movement. Parking provision is moderate to accomodate resiendts and park vistors but still sporadic enough to facilitate informal crossings and extened wide sections of footway next to the park. Parked cars and trees, coupled with the narrow carriageway, provide a traffic calming influence.

Figure 42: NACTO Urban Street Design Guide's diagram of a Neighbourhood Street.

Source: Urban Street Design Guide

2ND ORDER (YIELD STREETS) Yield Streets constitute those in the newtork where place predominantly comes to the forefront, at the expense of movement. Single lane carriageways of 3.5m width permit movcement in one direction and yiled bays facilitate

cars to pull over to let oncoming traffic past. Parking is reduced with provison only on one side of the street. 3m footways provide pedestrians with sufficient amenity.

Figure 40: NACTO Urban Street Design Guide's concept diagram of a Yield Street.

Source: Urban Street Design Guide

SHARED SPACE STREETS Shared Space Steets constitute those in the network with the highest function of place and the lowest of, specifically Burn Street, and where traffic is expected to be so low as to not warrant a carriageway, specifically in on streets with few properties. They are effective in reducing traffic speeds to a minimum

as drivers become immediately alert when entering a space not specifically designated for any one users. Lines of bollards are provided 1m from propoerties to porvide a vehicle free buffer from property lines and to give a visually impaired users a safe space to navigate.

Figure 41: NACTO Urban Street Design Guide's concept diagram of a Shared Space Street.

Source: Urban Street Design Guide

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Local 1:1000

Street

Figure 43: Proposed Loccal Street 1st Order Plan

Figure 46: Proposed Loccal Street 1st Order Section

Figure 44: Proposed Street Plan

Figure 47: Proposed Loccal Yield Street Section

Loccal

Yield

Figure 45: Proposed Shared Space Street Plan

Figure 48: Proposed Shared Space Street Section

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1.2.4. Junctions The following measures are proposed at junctions in order to improve pedestrian and cyclists experience.

CORNER RADIUS

PEDESTRIAN CROSSINGS

Corner radii at local streets are reduced to 1.5m. This requires drivers to slow down when turning due to geometry and sight distances. This also reduces offset of the pedestrian crossing form the centre of the junction, helping to maintain pedestrian desire lines. Additionally, it provides cyclists with better protection from cars turning right.

Where formal crossing are appropriate zebra crossings are used.Traffic volumes across the site are expected to be low enough to facilitate zebra crossings wiFigure 49: Proposed Junction With Raised and thout any significant disruption to tra- Cycle Path Crossing ffic. Furthermore, narrow carriageways and traffic calming influences contribute to a comfortable crossing experience. At many residential streets informal crossing at junctions and midblock are Corner radii of 1.5m does make tur- appropriate due to traffic levels. ning more onerous for larger vehicles however no bus routes are proposed in Where local streets meet Urban Main residential streets and other servicing or Local Main Streets raised surfaces vehicles such as refuse trucks will have are proposed. At Yield and 1st Order low trip rates, i.e. once a week. Larger streets raised crossings paved the same vehicles maneuvering the turn may colour as the footway are proposed. have to occupy two lanes or areas of This raises driver awareness and hence the footway but as trips rates are ex- slows traffic entering residential streets, pected to be so low, this will not have aa well as prioritising pedestrians. Shaa detrimental impact on the quality of red space is also raised from the level the street environment. of the carriageway to achieve the same Figure 50: Proposed 4-Arm Raised Table impact.

Junction

Figure 51: Proposed Junction at Shared Space

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1.2.5. Parking Approach The parking approach aims incentivise relatively low car use, encouraging sustainable modes of traffic whilst acknowledging the demand for car use in peripheral, residential neighbourhoods.

GCC will be content with the proposals given public transport provision and the pioneer-like nature of the project. Furthermore, the vision for the masterplan is of longer term than policy set out in the City Development Plan and parking Car ownership in Drumchapel is already provision is only likely to reduce in the low, it is appreciated that the demogra- future as sustainability takes greater phic of people moving to Drumchapel precedence. when it is of higher quality may hold a greater demand for car use however the There are no restrictions on owners/designificant investment in public trans- velopers building garages or driveways port is expected to offset. Car provision on plots however individuals wishing to is on-street and is approx provided at: do so will have to liaise with GCC to • 0.5 Spaces per flatted property. ensure on-street parking is not laid out • 0.75 Spaces per terraced property. to block access. Naturally, the earlier • 1 space per semi-detached or deta- done so in the development process, ched property. the less onerous it will be to achieve this. There may be a limited number This provision is less than minimum re- of cases where this is suitable due to quirement for residential developments a minimum requirement for non-prias defined by Glasgow City Council in vate on-street parking, so applications the Glasgow City Development Plan would be reviewed on a first come, first (2017) however it is expected that served basis.

1.2.6. Sustainable Transport Network As stated in previous sections the Urban Main and Local Main streets will constitute the network of bus routes. This facilitates a bus stop within a five minute walk of all properties. Active travel is facilitated throughout the street network but to further improve connectivity, Non-Motorised User (NMU) routes are proposed through the parks to bridge the gaps in urban fabric that they create.

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54

Figure 52: Sustainable Transport Network

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1.3. Character Areas 1.3.1. High Street and Central Square The High Street will constitute what we feel will be the main concentration of commercial uses and the central square will be the civic heart of the area, together they will form what commonly perceived as the centre of a place. The distinctive features of the area will be wide streets and footways, relatively tall mixed-use buildings, relatively high traffic and footfall, open space, greenery and a landmark buil-

Figure 53: Jubilee Square, Maidstone Borough Source: Maidstone Borough Council

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ding. Here the likes of civic events, casuals encounters and outdoor dining will unfold. Conscientious consideration will be given for landscaping, lighting and seating to highlight the civic importance of the area and to support a high quality public realm. If you were to ask a citizen post masterplan where the hub of Drumchapel is, this area would certainly be it.

Figure 54: Bonn Square, Oxford Source: Land8

1.3.2. Station Street

Figure 55: Hounslow Station, London Source: Google

Duntreath Avenue forms the link between the train station and the node.

The street front to the west of the road is nestled in between the road and the distillery, resulting is modest sized plots that will accommodate relatively narrow residential properties and commercial premises of two storeys. The opposing side will accomodate terraced and flatted properties of 2-3 storeys, with some commercial use on the ground floors. The street will experience relatively high footfall and traffic, this will likely manifest in services such as convenience stores, takeaways or drycleaners. Ultimately, this will amount to a human scale mixed-use environment with an active atmosphere. The train station will form a transport hub, effectively serving as a gateway to Drumchapel for users by train. Hence, a high quality public environment will be to accentuate this.

Figure 56: Pink Crown Bike Rack, New York Source: Archdaily

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1.3.3. Lively Residential The lively residential areas in the north-west and south-east quarters of the nodes will be characterised by narrow streets with 2-3 storey terraced and flatted residential buildings.

Streets will be animated yet comfortable to enjoy for all residents. Traffic calming, limited parking, wide footways and trees will define a pedestrian friendly environment. Street activity will see the likes of people speaking to their neighbours as their children play together.

Figure 57: Olufsvej, Copenhagen Source: Google

Figure 58: Lindenstraat, Amsterdam Source: Google

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1.3.4. Quiet Residential Quiet residential areas in the farsides of the north-west and south-east quarters from the node and between Linkwood Drive and Linkwood Park will accommodate a mixture of terraced, semi-detached and detached housing. Low densities and setbacks will will create a spacious and laid-back environment. Street design will give prominence to the pedestrian, facilitating the likes of children playing in the streets, without the supervision of their parents.

Figure 59: Vicar Close, Wells Source: Weekendnotes

Figure 60: Park Place, Perth Source: Google

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1.3.5. Sloped Park Edges The top of the slope constitutes the streets along the north sides of Linkwood Park and Garscadden Valley. Both are evidently at the top of sloped green space and have the capacity to create a beautiful ‘balcony’ over the park where properties and park accentuate each other. Jacobs Drive runs along the bottom of the slope and will have the same character.

Terraced properties of one and two storeys will line the streets to provide a continuous frame along the park, creating a sense of place. Wide foo- Figure 61: Magdalen Yard Road, Dundee tways, trees, high quality landscaping Source: Google and street furniture will populate the street to create a high quality public realm that blurs the lines between park and residential, blending the two characters together.

Figure 62: Via Borgo, Arentino Source: Google

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1.3.6. Urban Park Edge The urban park edge is the High Street side of Drumchapel Park. As the park meets a main road will be a distinct contrast between green space and built environment. Thus the park edge is designed resemble a gateway into the greenspace and reinforce it as a civic amenity. Furthermore, two storey flatted properties will frame the park edge from the opposing side of the street.

Figure 63: Parkgrove Terrace, Glasgow Source: Google

Figure 64: Rose Terrace, Perth Source: Google

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1.4. Places of Special Significance Throughout the design process, decisions commonly reveal places with the potential to be special, which in turn guides design decisions to try and capture that potential. Done well, this iterative process can cultivate great spaces throughout a design area. This understanding has guided our approach, through which we feel has produced designs for places of va-

The special places we have chosen to present are: • Drumchapel Square • St. Andrew's Square • St. Pius X Square

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lue. Here, we articulate some of these places, using plans and perspectives which we feel capture what these places can achieve. The representation of these places offers not only a snapshot of what they can be independently, but helps to make the latent character of Drumchapel as a whole more tangible, through exploring its most expressive places at small scales.

ST PIUS X SQUARE

DRUMCHAPEL SQUARE

ST ANDREW'S SQUARE

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1.4.1. Drumchapel Square As stated in Section 1.3 Character Areas Drumchapel Square will be the civic heart of Drumchapel. Located at the district node, it is defined by Southdeen Avenue and Garscadden Road and is framed by the buildings that populate their edges. The buildings are regulated through plot passports to be three storeys (except the corner plot of the node which is to be four storeys) to achieve coherent edges, reinforcing the identity of the square. The result is a cohesive degree of enclosure that creates an engaging space.

The two sections are separated by by natural topography where stairs transverse the elevation, defining two distinct human-scale compartments. Trees are located along the top line of the square to reinforce this further. Commercial properties will occupy the ground floors of the perimeter buildings and can spill out onto street frontage to create an alfresco atmosphere. The landmark building faces the open square so that Figure 65: Inspiration: Bonn Square, Oxford the square becomes an extension of it Source: e-architect yet the buildings feels like a homage to the space. The buildings has facades on the ground floor at the square and on The square has two key functional the first floor at Southdeen Avenue. sections: The result is a truly civic amenity that • The Shared Space Section of Sou- fosters conviviality. People, eat, shop, thdeen Avenue - A route through rest and socialise in a high quality enthe square as part of Southdeen vironment the encourages these actiAvenue where pedestrians are em- vities. Here is where you would witness powered and traffic is subdued. the christmas the lights getting tur• The Open Space Section - Ser- ned on or congregate to discuss issues ving the typical function of a public affecting the community. It’s the place square and housing a landmarking people will associate with most when building. they think of Drumchapel, with a character to fit.

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Figure 66: Inspiration: Landscaped Steps, France Source: in-situ

Figure 67: Drumcahepel Square Plan

65

66

Figure 68: Drumchapel Square Perspective

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1.4.2. St Pius X Square St. Pius X Square serves as a neighbourhood a square and brings life to the St. Pius X Church building, which is currently surrounded by swathes of undefined vacant land. The square forms a triangle like shape, framed by the church building and two rows of terraced housing. St. Pius Street runs along the north-east edge, providing road access along its length and through to the street leading to Drumchapel High School, and another through access to the south-west corner is facilitated through a shared space route. Together, the edges create a spacious, yet compact urban room.

The design of the space aims to create a place that acts as courtyard for the church building and also a tranquil retreat to be enjoyed by residents, children of the adjacent school or anyone passing by. To achieve this atmosphere a dispersion of trees, a water feature and subtle materials are used. Trees are layed out geometrically to cover the pedestrianised area, this creates a high degree of enclosure and shelter, offers shade, softens the space and creates

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floor where people can occupy part and temporarily claim as personal. The water feature is a shallow pool that acts as a mirror, offering an aesthetic spectacle, creating a perceptive expansion of the room and fulfilling our biophilic needs. The ground plane is covered in a sand coloured gravel to create an earthy feeling, in complementation to the trees and the water, except where the Figure 69: Inspiration: Public Space, Avila shared space route transverses throu- Source: Light Zoom Lumiere gh, designating a passage. Soft lighting creates an alternative spin to the atmosphere so it can be enjoyed at night.

The St. Pius X Church building is currently used as a premises for window sales, we feel the new square will bring a new demand for the building, possibly resulting in it returning to a place of worship or being utilised a community centre. Similarly, the space will also result in a high desirability of the adjacent plots, helping the process of growth.

We see this this as having the potential to be one of Drumchapels best features, one that creates an experience rare to urbanised areas.

Figure 70: Inspiration: Reflecting pool, New York Source: Jake Rajs

Figure 71: St. Pius X Square Plan

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70

Figure 72: St. Pius X Square Perspective

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1.4.3. St Andrew's Square St. Andrews Square creates a public space that ties the existing church of the same name into the urban fabric and serves as a neighbourhood square for the community. It is framed by the church, a row of terraces on its south side and a commercial property on its east. It comprises of a pedestrianised surface that occupies the spaces up to the facades of the frames and Garscadden Road on its north side.

Furthermore , a shared space route is proposed through to provide a passage that preserve the Garscadden Road connection. Natural topography sees a highpoint around the north-east

most point of the pedestrianised space, Figure 73: Inspiration: Westminster Presbyterian Ch which stairs transverses. The resultant Source: Archinect space is an intimate and human-scale pocket square that gives the church a fitting stage.

The space is minimal design to accentuate the protagonist within it, with only seating occupying the main plain. The existing memorial statue is preserved, as well as the trees lining Garscadden Road. This creates an ideal environment for interaction, one which the church can utilise much more than the existing design as a place for congregation around services.

Figure 74: St. Andrew's Squrae Plan

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hurch

Figure 75: Inspiration: Multi-Functional Stairs, Chicago Source: Landzine

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1.4.5. Linkwood and Drumchapel Parks Both Drumchapel and Linkwood parks are landscaped to create different characters areas within them and to accommodate different activities.

Drumchapel Park facilitates a significant amount of sporting activities with 4 tennis courts; 2 football pitches and rugby pitch and the exciting bowls pitches to the west of the park. The east end of the park next to Kinfauns Drive contains the existing play park, attenuation pond and garden area, and a defined entrance with seating areas.

Attenuation ponds in both parks will likely often be void of water but are to be designed to blend in seamlessly with the

Figure 76: Proposed Linkwood Park Landscaping

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the surrounding landscape so that when they aren't, they create a high quality aesthetic impact.

The slope on Linkwood Park is landscaped to a comfortable standard so users can sit on it and enjoy the generous view across Glasgow. The flat section to the west of the Park hosts the relocated skatepark and a pavilion to serve as a stage community activities and a commercial premises in the summer months. The flat area at the east of the park hosts a community garden. Both parks offer a diverse provision of vegetation.

Figure 77: Proposed Drumchapel Park Landscaping

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Housing and Plots

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2.1. Plot-Based Urbanism Our approach to master planning centres on Plot-Based Urbanism where we recognise the plot as the smallest component of development and appreciate how it’s size, shape, geometry and relationship with the street shape urban spatial structure. Using an evidence based approach, examples of urban form that are evident across different contexts and have prevailed through time, thus demonstrating resilience, inform the design of plots and resultant spatial structure of our masterplan for Drumchapel.

Plot-Based Urbanism coincides with the view that cities by nature are dynamic systems, that emerge through natural forces and are constantly evolving, rather than a finished end product.

Urban Design often takes the creationist approach, trying to prescribe an all encompassing ‘solution’ however, this fails to produce time-conscious

design. Diversity is crucial to a healthy socio-economic environment but diversity cannot be designed, but rather accumulated through incremental change brought by the actions of people across time.

A Plot-Based approach sets out a framework for individual responses to development, across individual timelines. Here we design a master plan as structure of urban elements in which its spatial structure is governed by principles of urban morphology. A simple set of regulatory rules are attached to the resultant plots to ensure that development further complies with these principles. This facilitates change as a process rather than a singular event. The result is a resilient urban form and a development context with multiple levels of entry across the process, thus achieving an enabling mechanism, helping to overcome barriers to development.

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2.2. Delivery 2.2.1. Local Authority Role Glasgow City Council play a crucial role in this approach. As the local authority and land owner of the majority land in Drumchapel they hold the capacity to initiate a process of growth and the position to ensure it unfolds diversely and incrementally. By providing the infrastructure as defined in the masterplan, being a train station, road network and ‘oven-ready’ plots, a spike in investment can be achieved and the spatial structure can be reinforced which delineates the building units and it turn facilitates the self-regulating development opportunities.

self-regulating nature of Plot-Based Urbanism naturally produces development that is simpler to asses.

Furthermore, a land release strategy that makes land available incrementally and ensures that land is sold to a diverse range of agencies can facilitate a continuous process of growth and protect against the homogenous, high risk development.

The Plot-Based approach presents one of innovation compared to development that has been carried out in Glasgow over recent decades. However, it is clear that conventional routes are failing to produce development, particularly that of quality and of resilient form. Given Glasgow City Council’s willingness to act as an enabler, we feel this Plot-Based approach provides the most effective, if not only, vehicle for change in Drumchapel.

In addition, GCC could incentivise the process through flexible land deals such as shared/retained equity or ground rent, and could also simplify planning procedures development. Indeed, the

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Glasgow City Council have indicated an interest in fulfilling this role, expressing a desire to acceleactre housing production whilst moving away from an over dependence of private developers through adopting an enabling role where they invest in infrastructure, prepare land for development and adopt innovative approaches to ensure flexibility and shared risk between partners (Barbour et al. 2016).

2.2.2. National Goverment Subsidy The role of Glasgow City Council will increase development viability and create better conditions for self build projects to gain mortgage finance. However, if a producer consumer gaps still prevails, funding from national government could provide a solution, in the form of a Partnership Support for Regeneration (PSR). PSR in an annual grant of ÂŁ10m aimed at stimulating private development. It offers to cover upto 40% of build costs to overcome the producer-consumer gap, hence encouraging

developers to build. The grant is available for projects operating in neighbourhoods/estates with a low diversity of housing tenure, often applying in deprived areas. These circumstances apply considerably to Drumchapel.

PSR is available to private housing suppliers, housing trust or non-registered housing associations however special considerations are given to “novel or contentious� projects which self-build could make a case for.

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2.3. Local Urban Code The Local Urban Code is a descriptive, non prescriptive tool that assesses the process of placemaking by listing a number of categories, the typologies, in which the buildings that are likely to appear in this place could be classified. It is a description of the use and spatial characteristics of these buildings, but it doesn’t intend to restrict the possible outcomes to the ones listed here. Any other design

is possible as long as it complies with the mandatory regulations that make up the Regulatory Masterplan.

TYPOLOGIES AND DENSITY At the end of the Foundation Masterplan, we laid out the density ranges that we deem appropriate for each street edge. The buildings within each density

Estimated # of buildings

52

108

Estimated # of dwellings

52

108

Typical use Typical street hierarchy

residential

residential

residential

residential

residential

residential

residential

3 and 4

3 and 4

3 and 4

3 and 4

3 and 4

2 and 3

2 and 3

Plot width

15-20 m

12-17 m

10-14 m

9-13 m

8-12 m

5.5-7.5 m

5.5-7.5 m

Plot depth

30-40 m

25-35 m

30-40 m

28-38 m

25-35 m

15-25 m

30 m

20-30%

30-50%

25-50%

35-50%

25-35%

45-55 %

20-30 %

1-2

1-2

1-2

2-3

2-3

1

2

IJburg Extrapolated

IJburg

IJburg

Plot coverage # of storeys LUC reference*

80

Stadtfeld Ost

Portobello Extrapolated

L-

L=

L+

M-

M=

M+

H-

H=

H+

Single unit, detached Single unit, semi-detached Single unit, attached Multi-unit, attached

can be developed with more than one typology, and likewise, each typology can answer to more than one density range, as shown in the graph above.

As a general rule, the regulations in this masterplan dictate the density, wich can then be developed without limitations typology-wise.

In order to obtain the geometric values

for each typology, research has been carried out examining one example of each of the four typologies applied to each one of the nine density ranges, ending up with a sample size of 16 sampling units.

The data extracted from each sampling unit are exhaustively listed in appendix I.

589

198

589

1188 res/mixed use

residential

res/mixed use

res/mixed use

res/mixed use

res/mixed use

mixed use

mixed use

mixed use

2 and 3

2 and 3

1, 2 and 3

1, 2 and 3

1, 2 and 3

1, 2 and 3

1, 2 and 3

1, 2 and 3

1

5.5-7.5 m

5.5-7.5 m

14-17 m

14-18 m

14-16 m

14-16 m

14-16 m

7-12 m

15-20 m

30 m

35 m

25-35 m

20-40 m

30 m

30m

19-23 m

26-27 m

25-33 m

30-40 %

20-30 %

45-55 %

35-40%

40-45 %

45-50 %

45-50 %

35-45 %

45-80 %

2

3

3

3

3

3

3

3

3

Oatlands Strathbungo

Dalmarnock

Extrapolated

Extrapolated

Ibrox

MĂźhlentor

Pollokshields

Extrapolated

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Single unit detached housing L-

L=

L+

M-

M=

M+

H-

H=

H+

Ranging from the lowest of the densities to as high as 50 dph depending on plot size and coverage, this typology is suitable for the lowest tiers of density. They consist of a single unit building, one or more storeys, with no faces touching the plot boundaries. Residential, very suburban, appears in quiet streets.

Examples

IJburg, Netherlands

Almere, Netherlands

82

Single unit semi-detached housing L-

L=

L+

M-

M=

M+

H-

H=

H+

From the lowest densities up to 60 dph depending on plot size and coverage, this typology appears in all of the low density spectrum. They are characterized by a single property building laying against one side of the plot, allowing for an adjoining, usually symmetrical building on the next plot. Still very suburban and usually solely residential.

Examples

IJburg, Netherlands

IJburg, Netherlands

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Single unit attached housing (terraced, townhouse, row house) L-

L=

L+

M-

M=

M+

H-

H=

H+

Arguably one of the most ancient urban forms, it may appear in a wide variety of situations, from low density contexts with long plots and wide setbacks, to urban core environments, placed right next to the street. In the latter context, they may even feature commercial uses on the ground floor. They can be easily converted into flats if the demand is high. As so, they may appear in streets ranging from the most quiet, local mews to more vibrant central locations.

Examples

Dublin, Ireland

Strathbungo, UK

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IJburg, Netherlands

Multi unit housing

(flats, tenements)

L-

L=

L+

M-

M=

M+

H-

H=

H+

This building typology allows for the highest densities. Very common around nodes, it can host many uses, even at once: commercial, residential and offices. They provide great resilience because of their adaptability. Their backyards might gardens common to the whole block via agreement, or provide in-plot parking spaces, accesible from internal ways or through the ground floor. If the pressure is very high, the whole ground floor, including backyard, can be built to accomodate a big commercial enterprise.

Examples

SjĂśstad, Sweden

MĂźhlentor, Germany

Dennistoun, UK

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2.4. Regulatory Framework The very aim of this Masterplan is to allow for wide variety and complexity.

Still, all of the strategies and considerations that relate to the built form in this Masterplan need to be addressed. The Regulatory Masterplan is the

tool that acts as an interface between planners and owners, giving the latter some guidelines within which complete freedom is granted. These legal tools are the Regulatory Masterplan and the Plot Passport.

2.2.1. The Regulatory Masterplan The Regulatory Masterplan is the gra- their plots. Each plot is assigned a uniphic document meant to inform the que code and a set of regulations, which owners of the regulations that apply to can be consulted in the plot passport.

2.2.2. The Plot Passport The plot passport is the legally binding document that states what is allowed in the plot and what is not. The rules set in the plot passport are meant to achieve certain qualities in the built environment, while allowing as much freedom as possible to have a wide variety of forms and a very resilient and adaptable urban tissue. Therefore, the regulations prescribe only some geometric values, providing a degree of spatial coherence (building height, alignments, ground floor alignment), achieving a particular density range (building height, plot coverage) and, most importantly, pre-

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serving granularity while allowing for special buildings and uses to appear (merging/splitting of plot). Typologies, uses and treatment of the open space of the plot are intentionally not defined, to let things happen naturally according to market flows, consumer's taste and changing needs.

Automatic planning permission is granted to developers who decide to follow the rules dictated in the Plot Passport.

Alternative designs may still apply for approval, but this will inevitably lengthen the process, which should encourage adhering to these rules.

FAÇADE LINES Façade lines are the planes that define the position of the façade relative to the street.

The position of the front façade line is paramount in determining the relationship between buildings and street, and ultimately the character of the street itself.

SIDE OFFSET Side offsets are the regulatory tool to allow, prevent or oblige detached and semidetached typologies in a plot. By providing a non-zero value, the building detaches from either one or the two neighbouring buildings.

ANCILLARY BUILDINGS Ancillary buildings are other structures within the plot other than the main building. They are generally permitted, as loing as their function is complementary of that of the building.

BUILDING HEIGHT The most direct limitation to modulate density and create coherent cityscapes.

The limitation is given in meters, not in storeys, but building regulations will effectively relate the two.

OVERHANGS Overhangs are elements protruding from the façade plane onto the street. When such elements are permitted, features such as balconies or cornices may appear, resulting in a varied, yet non homogeneous built environment. On the other hand, overhangs may block vistas or break a desired uniformity of a façade line, hence the scope for limitation.

GROUND FLOOR HEIGHT To allow for non residential uses in the ground floor, the latter needs to have sufficient height, which is usually more than what is expected for residential uses. High ground floors, although residential, offer more possibilities for resilience in an everchanging economic context.

AMALGAMATION In order to achieve a resilient and varied urban form, scope for amalgamation and division of plots is needed. Limits in the maximum area that an amalgamated plot may have are set, to prevent big developers from building big batches of land at once, whith the resulting uniformity and lack of resilience.

PARKING PROVISION In-plot parking may be allowed or even required depending on the circumstances of a place and in relation to the amount of on-street parking.

87

PLOT NUMBER

LOCATION

DRS0199

199 Drumry Avenue

PRICE

AREA

DENSITY

£55.000

H+

455.70m²

AMALGAMATION

≤1500m²

Plots may be merged, but no merged plot shall exceed 1500m². Plot may be split if all resulting plots face a street.

FRONT FAÇADE LINES

0m

Façade plane must coincide with the front of the plot

REAR FAÇADE LINES

15m

The rear façade must not exceed 15m from the front of the plot

SIDE OFFSET

0m

The building must be in contact with sides of adjacent plots

9m

Cornice height must not exceed 9m, measured from the lowest point of the plot border facing the street

0.5m

Overhangs are allowed, protruding up to 0.5m from the façade plane

4m

Ground floor must be at least 4m in height

PARKING PROVISION

1ppu

1 parking space has to be provided on the plot for each dwelling

ANCILLARY BUILDINGS

h ≤2.5m

Ancillary buildings may be built on the backyard, not exceeding 2.5m in height

BUILDING HEIGHT

OVERHANGS

GROUND FLOOR HEIGHT

88

PLOT NUMBER

LOCATION

PKT0014

14 Hecla Avenue

PRICE

AREA

DENSITY

£49.000

M-

571.00m²

AMALGAMATION

≤1200m²

Plots may be merged, but no merged plot shall exceed 1200m². Plot may be split if all resulting plots face a street.

FRONT FAÇADE LINES

2.5m

Front façade must have a 2.5m setback

REAR FAÇADE LINES

14m

The rear façade must not exceed 16m from the front of the plot

SIDE OFFSET

0m

The building must be in contact with sides of adjacent plots

8m

Cornice height must not exceed 8m, measured from the lowest point of the plot border facing the street

0.5m

Overhangs are allowed, protruding up to 0.5m from the façade plane

4m

Ground floor must be at least 4m in heightw

BUILDING HEIGHT

OVERHANGS

GROUND FLOOR HEIGHT PARKING PROVISION

-

ANCILLARY BUILDINGS

h ≤2.5m

No on-plot parking is required

Ancillary buildings may be built on the backyard, not exceeding 2.5m in height

89

90

Figure 78: Regulatory Masterplan

91

3

Ecological Network

92

It is crucial to integrate an ecological network throughout the design so that the built environment can exist harmoniously with the natural environment.

This achieves a non-disruptive ecological impact into the area of intervention, facilitates a natural drainage system and provides greenery throughout the design area for the benefit of the community.

green space and series of corridors existing through the the street network and private gardens, consisting of SuDS and greenery.

Drainage effectiveness and ecosystem services can be be increased by using principles of redundancy, diversity and distribution, as described in Low Impact Development by the University of Arkansas (2010). These principles optiThe network consists of a series of na- mise the carrying capacity and in turn tural core areas consisting of existing support a resilient network.

Figure 79: Network Resilience Source: LID

93

3.2. Ecological Network Elements Drumchapel topography has the potential for an efficient drainage system however the site currently experiences flooding issues. The use of SuDS will provide greater attenuation and reduce runoff through infiltration and evapotranspiration, hence mitigating flooding

Pervious paving is located above a subsurface base of coarse aggregate that stores stormwater. It is also supported by layers of of soil, gravel and sand to further storage potential and increase infiltration. This reduces and spreads

Source: Beta Architecture

issues. The design area occupies a space generally on a slope from top to bottom with a high point around Dewar Drive slopping to a low point at the proposed Dalsetter Square. Drainage from the site leaves through Garscadden Burn, where it flows to the Clyde Canal.

3.2.1. The Street Network (Corridors) SuDS facilities will be located within the 2m wide section adjacent to the carriageways. This consists of alternating permeable paved parking spots, rain gardens and tree planters, which collect the water from the street. In shared space streets these facilities alternate down a strip within the street.

Figure 80: Attenuation Pond Design

Figure 81: Kelvingrove Park, Glasgow, Slope Section Source: Wow247

stormwater, increasing groundwater infiltration whilst removing sediment and other pollutants. Excess water is conveyed downstream.

Rain gardens and tree planters allow for water to infiltrate into the ground while plants provide treatment. A diverse plant and soil community provides phytoremediation and evapotranspira- Figure 82: Dulwich Pavilion tion while layers of organic soil increase Source: Dulwich Picture Gallery infiltration and provide microbial activity. Excess water is conveyed downstream.

Figure 83: Community Garden, Arlignton Source: MyArligntonTX

94

n

3.2.2. Green Areas (Nodes) The major green areas in the site (Drumchapel Park, Kinfauns Park and Drumchapel Valley) provide green nodes and sources for greater attenuation and filtration. The high point around Dewar Drive slopes down westerly to Drumchapel Park, and southerly to Kinfauns park and then to Garscadden Valley.

In Drumchapel Park an attenuation pond is proposed to attenuate water where it is then discharged into an adjacent rain garden. The rain garden provides treatment, evapotranspiration and infiltration, as well as increased biodiversity. Excess water discharges into the culvert below, where it flows underground to Garscadden Burn in Garscadden Valley.

slope and is tightly knit with adjacent properties. To ensure the structural stability of the slope and the properties at its top, no infiltration is proposed at this section of the park and an attenuation pond is proposed at the southmost point to collect runoff before discharging into the adjacent network south, where it then flows to Garscadden Valley. The eastmost section of the park has a flatter topography where an attenuation pond and rain garden will be located. Excess runoff will be discharged to the culvert leading to Garscadden Burn.

Garscadden Valley holds a high level of biodiversity and dense forest. The drainage network to the north will drain into the valley where it will infiltrate into the ground through wetlands. Excess water The section of Kinfauns Park east of will drain into Garscadden Burn.

Shadik-Khan Crescent is located on a

95

Figure 84: Rain Garden, Cambridge Source: Arch Daily

Figure 85: Unculvert Watercourse in Street, City of Paso Robles, USA Source: SVR Design

96

Figure 86: Proposed SuDS Design: Permeable Paving and Rain garden

Culvert Network Watercourse

Figure 87: Existing Watercourse Location Plan Source: QGIS

97

98

Figure 88: Proposed SuDS and Green Network

99

Phasing

100

We propose a master plan for change through Plot-Based Urbanism where development is responsive according to conditions. To ensure development constitutes a process of steady growth a spatial strategy is proposed to guide development in time through land release.

This strategy is based on: (i) Perceived intervention required by local authority, i.e. infrastructure provision. (ii) How we envisage the place to evolve under principles of urban morphology, in a response to node and streets hierarchies, land vacancy and usage of existing uses.

101

4.1 As Existing

Drumchapel in its existing condition.

102

4.2 Phase 1 - Infrastructure and Public Amenity 20192022

The first step is to clearly define the district node as proposed. The nature of the existing centre is ambiguous and it is crucial to remediate this in order for a spatial structure to form from it. The major component of this is the Clydebank-Bearsden west-east connection that dissects the existing north-south axis. These axises clearly define the node and provide a spine in which a street network and built form can use a reference point to emerge from. Additionally, Duntreath Avenue is shifted slightly to the east in order to accomodate a street front on its west

side between it and the factory. Furthermore, relocating the train station to the north-south axis places it in sight of the district node, providing greater accessibility and reinforcing the stature of the node.

A high betweenness is created between the node and the station which initiates demand along this road. We feel that as the plots between the the road and the factory would have somewhat less desirability than other plots and the fact that they are reclaimed from land which is Space Left Over After Plan-

ning (SLOAP) as existing that, the council could release these at a discounted rate to ‘pioneer’ self builders.

Drumchapel square is also developed along with the west-east axis, this should create sufficient demand for the immediate blocks from the node to be developed. Additionally, we feel that Linkwood and Drumchapel Park could be landscaped relatively cheaply and hence, should be done in this initial phase to support the initial spike of investment.

103

4.3 Phase 2 - Vacant Land Development 2022-2032

Over the next ten years we envisage that vacant land around the node and along Urban and Local Mains Streets would attract development. This would form sections of blocks in the area be-

104

tween Duntreath Avenue and Garscadden Road and streets fronts along Southdeen Avenue and Linkwood Drive. As development would occur adjacent to Burn Street, St. Pius X Square

and St. Andrews Square, construction of the culverted watercourse and relative squares would be carried out at this stage too, facilitating an additional spike in growth.

4.4 Phase 3 - Demolition of and Development Over Existing Buildings of Low Value/Usage 2032-2042

With higher land values existing uses would start to sell up allowing the proposed plots and resultant to develo-

pment to take their place. It is likely mostly, along with the remaining vathe north-west ‘quarter’ of the node cant land between Linkwood Drive would be developed over this period and Linkwood Park.

105

4.5 Phase 4 - Demolition of and Development Over Existing Well Utilised Buildings 2050-2060

Land value pressures would be signi- existing buildings such as the shop- Drumry Road East and some of the ficantly high at this stage, facilitating ping centre, high-rise flats, Drumcha- industry around Dalsetter Avenue. quick takeover and development of pel Health Centre, Industry South of

106

4.6 Phase 5 - Demolition of and Development Over Remaining Industry 2050-2060

Remaining industry submits to the same pressures and remaining residential buildings constructed pre master plan start to reach the end of their life span, and new residential properties manifest in their place, com-

pleting the masterplan as envisaged.

Beyond the master plan Edrington Distillery would likely release their premises due to land values and changes in demand for such a facility at that time.

The building is in stark contrast to the

urban form that would be generated through the masterplan phase and although conditions would have to change significantly, it’s removal would facilitate further evolution of Drumchapel, achieving a more coherent centre.

107

Appendices

108

109

appendix i:

The Built Form

110

Typology & density Aims

Then, at least one reference per comWhen it comes to giving dimensions to bination has been analyzed. These refethe regulatory masterplan, a systemati- rences are chosen following a number cal approach is needed in order to make of criteria: decisions non-arbitrary. This research aims to assess the design process by 1. Be located in a similar climate collecting data from comparable urban 2. Have been built by a similar culture forms which will then be applied to our 3. Be in a similar hierarchical position design. relative to their metropolis 4. Provide the same gross density that Methodology we are looking for 5. Work well, this is, generate a desiraAfter obtaining the density ranges that ble space, have a sustained use, be we need in our design area and defining able to host a cohesive community. the four building typologies that are likely to appear in our area we crossed The results of this research were shown these two to see which combinations in Chapter 2: Housing and Plots, when of densities and bulding typologies are they turned into the values that we likely to appear. The result of this is Ta- prescripted in our Regulatory Masterble, where we can see the resulting 16 plan. Here is the exhaustive collection density-typology combinations. of data that backs the values that we are proposing.

L-

L=

L+

M-

M=

M+

H-

H=

H+

Single unit, detached Single unit, semi-detached Single unit, attached Multi-unit, attached

111

H+ flats Density range

H+

Typology

Multi-unit, attached

City (country)

Glasgow (UK)

Area

Dennistoun

Specific type

classic tenement

# of storeys

3

total area

9626 m²

building area

3920 m²

total area # of units

117.6 u

plot width (m)

iq average

15.44

iq max

16.00

iq min

15.00

plot depth (m)

122.17 u/ha

iq average

28.33

iq max

30.00

iq min

25.00

plot coverage

density

0.9626 ha

iq average

49.32 %

iq max

49.32 %

iq min

49.32 %

iq: interquartile

112

H= flats Density range

H=

Typology

Multi-unit, attached

City (country)

Lübeck (GER)

Area

Mühlentor

Specific type

flat in ex-terrace

# of storeys total area

8 6 7 6 6 7 8 12 18 12 11 15

60 60 60 60 60 60 60 116 118 112 122 148

169 169 169 169 169 169 169 312 430 328 261 333

plot coverage

plot area

building area

plot depth 26 26 26 26 26 26 26 26 27 24 22 20

35.50% 35.50% 35.50% 35.50% 35.50% 35.50% 35.50% 37.18% 27.44% 34.15% 46.74% 44.44%

total area

0.7877 ha

# of units

87.36 u

density

110.91 u/ha

plot width (m)

257 48.64% 227 52.86% 237 51.05% 250 48.00% 415 35.90% 219 31.96% 198 38.89% 173 43.35% 218 38.99% 210 54.29% 374 24.87% 169 35.50% 169 35.50%

plot width

plot coverage

plot area

building area 125 120 121 120 149 70 77 75 85 114 93 60 60

2912 m²

iq average

plot depth (m)

27 27 27 27 27 27 27 27 27 21 26 26 26

2048 m²

iq average

plot coverage

9 8 8 9 14 7 9 9 12 12 13 7 7

plot depth

plot width

building area

3

9.00

iq max

12.00

iq min

7.00 26.31

iq average

37.48% %

iq max

44.44% %

iq min

35.50% %

iq max

27.00

iq min

26.00

iq: interquartile

113

H- flats Density range

H-

Typology

Multi-unit, attached

City (country)

Glasgow (UK)

Area

Ibrox

Specific type

classic tenement

# of storeys total area building area total area

3 8285 m² 2327.93 m² 0.00 ha

102.5 u/ha

plot width (m)

density

iq average

plot depth (m)

69.84 u

iq average

plot coverage

# of units

12.85

iq max

13.64

iq min

12.75 19.39

iq max

19.41

iq min

19.06

iq average

47.00% %

iq max

48.00% %

iq min

47.00% %

iq: interquartile

114

M+ terraced Density range

M+

Typology

Single unit, attached

City (country)

Glasgow (UK)

Area

Strathbungo

Specific type

townhouse

# of storeys total area

3 7088 m²

building area

2327.93 m²

total area

0.7088 ha

# of units

plot width (m)

iq average

plot depth (m)

98.53 u/ha

iq average

plot coverage

density

69.8379 u

15.44

iq max

16.00

iq min

15.00 28.33

iq max

30.00

iq min

25.00

iq average

49.32% %

iq max

49.32% %

iq min

49.32% %

iq: interquartile

115

L= terraced Density range

L=

Typology

terraced

City (country)

Dublin (IRE)

Area

Portobello

Specific type

4497 m²

building area

2327.93 m²

total area

0.4497 ha

# of units

23.2793 u

54.55% %

iq max

54.55% %

iq min

54.55% %

iq max

18.00

iq min

18.00

iq: interquartile

116

60 60 60 60 60 60 60 60 60 60 60 60 60

135 135 135 135 135 135 110 110 110 110 110 110 169

44.44% 44.44% 44.44% 44.44% 44.44% 44.44% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 35.50%

6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3

18 18 18 18 18 18 18 18 18 18 18 18 18

60 60 60 60 60 60 60 60 60 60 60 60 60

110 110 110 110 110 110 110 110 110 110 110 110 110

plot coverage

iq average

18.00

20 20 20 20 20 20 18 18 18 18 18 18 26

plot area

iq average

5.8 5.8 5.8 5.8 5.8 5.8 6.3 6.3 6.3 6.3 6.3 6.3 7

building area

6.30

plot depth

iq min

plot width

6.30

plot coverage

iq max

plot area

6.30

building area

plot width (m)

iq average

plot depth (m)

51.77 u/ha

plot coverage

density

plot depth

total area

1

plot width

# of storeys

54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55%

L+ semidetached Density range

L+

Typology

semidetached

City (country)

Amsterdam (NDL)

Area

IJburg

Specific type

8.5 8.5 8.5 8.5 8.5 8.5 8.5

89 89 89 89 89 89 89

272 309 275 320 315 334 331

plot coverage

plot area

building area

plot depth 27 29 30 31 33 35 36

32.72% 28.80% 32.36% 27.81% 28.25% 26.65% 26.89%

5842 m²

building area

1246 m²

total area

0.5842 ha

# of units

37.38 u

density

63.98 u/ha

plot width (m)

266 48.64% 220 52.86% 225 51.05% 260 48.00% 293 35.90% 297 31.96% 298 38.89%

plot width

plot coverage

plot area

building area 89 89 89 89 89 89 89

total area

iq average

plot depth (m)

26 26 27 28 30 31 26

3

iq average

plot coverage

10 8.5 8.5 8.5 8.5 8.5 8.5

plot depth

plot width

# of storeys

8.50

iq max

8.50

iq min

8.50 29.13

iq max

31.00

iq min

27.00

iq average

30.73% %

iq max

33.27% %

iq min

28.39% %

iq: interquartile

117

L= semidetached Density range

L=

Typology

semidetached

City (country)

Amsterdam (NDL)

Area

IJburg

Specific type

2

total area

5312 m²

building area

1320 m²

total area

0.5312 ha

# of units

26.4 u

iq max

40.74% %

iq min

37.81% %

29.50

iq min

28.00

iq: interquartile

118

514 289 270 270 270 270

21.40% 38.06% 40.74% 40.74% 40.74% 40.74%

9.5 9.5 9.5 9.5 9.5 17

28 28 28 28 28 34

110 110 110 110 110 110

270 270 270 270 297 407

plot coverage

40.29% %

iq max

110 110 110 110 110 110

plot area

iq average

28.00

35 36 28 28 28 28

building area

iq average

10.5 9.5 9.5 9.5 9.5 9.5

plot depth

9.50

plot width

iq min

plot coverage

9.50

plot area

iq max

building area

9.50

plot depth

plot width (m)

iq average

plot depth (m)

49.70 u/ha

plot coverage

density

plot width

# of storeys

40.74% 40.74% 40.74% 40.74% 37.04% 27.03%

L= detached Density range

L=

Typology

detached

City (country)

Amsterdam (NDL)

Area

IJburg

Specific type

6.30

iq min

6.30

iq average

iq average

54.55% %

iq max

54.55% %

iq min

54.55% %

18.00

iq max

18.00

iq min

18.00

iq: interquartile

5.8 5.8 5.8 5.8 5.8 5.8 6.3 6.3 6.3 6.3 6.3 6.3 6.3

20 20 20 20 20 20 18 18 18 18 18 18 18

60 60 60 60 60 60 60 60 60 60 60 60 60

135 135 135 135 135 135 110 110 110 110 110 110 110

44.44% 44.44% 44.44% 44.44% 44.44% 44.44% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55%

6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3 6.3

18 18 18 18 18 18 18 18 18 18 18 18 18

60 60 60 60 60 60 60 60 60 60 60 60 60

110 110 110 110 110 110 110 110 110 110 110 110 110

plot coverage

iq max

plot area

6.30

building area

iq average

plot depth

50.24 u/ha

plot width

density

plot coverage

12.44 u

plot width (m)

# of units

plot depth (m)

0.2476 ha

plot coverage

total area

plot area

622 m²

building area

building area

2476 m²

plot depth

total area

2

plot width

# of storeys

54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55% 54.55%

119

L- detached Density range

L-

Typology

detached

City (country)

Magdeburg (GER)

Area

Stadtfeld Ost

Specific type

24.07% 23.22% 23.90% 22.88% 23.73% 25.76% 23.90% 25.41%

33 23 24 36 36 36 36 36 36

143 149 140 140 137 177 137 139 181

plot coverage

plot area

building area

plot depth

plot width 37 58 18 18 19 16 18 19 19

602 23.75% 470 31.70% 602 23.26% 649 21.57% 685 20.00% 598 29.60% 650 21.08% 650 21.38% 650 27.85%

12531 m²

building area

2457 m²

total area

1.2531 ha

# of units

49.14 u

density

39.21 u/ha

plot width (m)

590 590 590 590 590 590 590 543

plot coverage

plot area

building area 142 137 141 135 140 152 141 138

total area

iq average

plot depth (m)

36 36 36 36 36 36 36 21

17.56

iq max

19.00

iq min

16.00

iq average

36.00

iq max

36.00

iq min

36.00

iq average

23.79% %

iq max

25.41% %

iq min

22.88% %

iq: interquartile

120

2

plot coverage

14 15 17 16 17 15 16 23

plot depth

plot width

# of storeys

121

appendix ii:

Density Iterations

122

L-

L=

L+

M-

M=

M+

H-

17443

12837

26540

58136

area ha

1.7443

1.2837

2.654

5.8136

26

38

50

62

74

86

98

110

122

45

49

133

360

479

414

351

109

293

from 20 each 13

26.5

39

51.5

64

76.5

89

101.5

114

126.5

46

50

137

372

495

428

364

113

304

from 20 each 14

27

41

55

69

83

97

111

125

139

47

53

146

401

537

466

398

124

334

31

43

55

67

79

91

103

115

127

54

55

146

390

512

438

369

114

305

from 30 each 12

36

48

60

72

84

96

108

120

132

63

62

159

419

544

462

387

119

317

from 35 each 10

40

50

60

70

80

90

100

110

120

70

64

159

407

518

433

358

109

289

from 25 each 12

35824

9894

H+

area m²

from 20, each 12

64750 48083

H=

24042

6.475 4.8083 3.5824 0.9894 2.4042

2233

2309

2506

2382

2531

2406

123

MSc Urban Design Universit y of Strathclyde