Masterplan: RE-establishing Maryhill's spine

Maryhill

Re-establishing Maryhill’s Spine : Masterplan

Masterplan prepared by,

Jakub Fraczek & Lim Xian Ying Urban Design Studies Unit University of Strathclyde Glasgow

Masterplan

Re-establishing Maryhill’s spine : Masterplan The final outcome of this booklet will be a development of a proposed Detailed Masterplan and special places within the Masterplan area. Details in regards to the housing typologies, street design, different character areas within the Masterplan and special places can be found in this booklet

This proposal will be supported by previous research work about Maryhill , strategies and action plans for the masterplan. Based on these, a concept plan was produced, leading to the rationalization of the Framework and Coding of the chosen area to be further detailed within the Masterplan. Equiped with these information, it became the basis of the proposals.

Authors Jakub Fraczek Lim Xian Ying

Masters of Architectural Design, University of Strathclyde Masters of Architectural Design, University of Strathclyde

This project is delivered to you by Lim Xian Ying and Jakub FrÄ…czek. We worked together on framework, coding and masterplan stages. We also worked together as part of larger group during the strategy phase and in different groups in the analysis stage.

We kept close cooperation throughout the project. Solving each issue started with face to face (as long as that was possible) discussions which lead to list of tasks to do, which were then split according to skills, resources available and amount of workload and then delivered by appropriate team member to be finally collated before proceeding further.

This teamwork allowed us to refine ideas and tcreate better solutions than would be possible when working individually. It also gave opportunity to share workload flexibly so that the wide scope of work could be completed in changing situations.

Re-establishing Maryhill’s Spine

Contents 01 02

Methodology

2

Analysis

3

03

Drawing the existing city

4

History and stories

5

Planning and Framework

6

Experiencing and comparing places

7

Street Network

8

Strategy

04

05

Issues and Potentials

10

Objectives

12

Vision Statement

13

Existing Concept plan

14

Proposed Concept plan

16

Framework and Coding

19

Existing site and selection of Masterplan area

20

Confirmation and Transformation areas

22

Connectivity

30

Ecological Network

44

Density

50

Foundation Masterplan

52

Local Urban Code

5d

Privacy Study and Active Frontages

60

Street Design

62

Masterplanning and Place Design

71

Character Areas

72

Phase and Timeline

74

Detailed Masterplan

76

Special Areas

80

List of Figures

90

Bibliography

91

Masterplan

Re-establishing Maryhill’s Spine

01

Methodology

1

Masterplan

01 Methodology Phase 1 : Analysis

Analysis of the site context of Maryhill has been executed to provide background knowledge of it in the present and throughout its development. Five main aspects of information consisting of drawings of the existing site, historical background, planning frameworks, experience of the place and street networks were collated and thoroughly analysed.

Conclusions drawn from this phase allowed us to identify the potential and issues that can be addressed within the next stage.

Phase 2: Strategy

The strategy phase formulates a direction for the final Masterplan aimed to make improvements to Maryhill. A concept plan of the larger scope of Maryhill will be laid out based on the identified visions and strategy for Maryhill within the next 30 years

Phase 3 : Framework and Coding

Application of the vision and strategy from the previous stage lays a foundation for the masterplan of a focused area within Maryhill. Blocks , street edges, plots and typologies are identified and demarcated in this phase. The Local Urban Code quantitatively shows the variables of proposed residential typologies based on required densities suited to the defined masterplan area of Maryhill.

Phase 4 : Masterplanning and Place design The final phase of the project provides a detailed representation of the final Masterplan in 30 years time.

Details of the street design, character areas and special places based on the Foundation Masterplan will also be provided in this phase.

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Re-establishing Maryhill’s Spine

02

Analysis

3

Masterplan

02 Analysis

02 Analysis Drawing the existing city

Maryhill is situated to the North-West of Glasgow City Centre and Maryhill Road runs from North-west/South-east, acting as the main commuter route joining the western peripheries of Milngavie and Bearsden to the Hillhead area in the Westend.

Maryhill is characterised by its waterways and steep topography as Maryhill Road runs perpendicular to the River Kelvin and also passes under the Forth and Clyde Canal.

The area is varied, and while boasting spectacular views of the canal locks and being home to several buildings of historical importance, this is probably outweighed by the extent of vacant land and many derelict buildings.

Fig 1. Location of Maryhil Source : Analysis Booklet : 1 and Digimaps

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Re-establishing Maryhill’s Spine

History and Stories The construction of the canal, having reached Stocking field in the 1775, started to extend in two different directions, one towards Glasgow, heading to Port Dundas and the other towards the Clyde estuary at Bowling. (Smart, 2002) As a result of its development, the population of Maryhill grew tremendously as the canal became a source of employment for the locals and at the same time gave opportunities to Maryhill for industrial development (Mill, 1990). By 1962, trade on the canal became sparse and was closed at the end of the year 1963. The locks and canal then fell into neglect and became a dumping ground for rubbish. However, it still plays an important role for drainage in Central Scotland. The Glasgow Canal Project launched in 1988 aimed to reopen the canal from Temple to Kirkintilloch inclusive of the Maryhill branch leading to port Dundas. The Canal is currently in use for holidaying barge cruises from Glasgow to Falkirk or all the way to Edinburgh. (Mitchell, 2019) 1795 - Once the canal was cut in 1790, This was pivotal in the development of Maryhill! The land which it was cut through wasn’t worth much. Once the canal was cut there starts to be developments along the canal. It was used for manufacturing and trade and although it was slow due to delays in the completion of the canal and the kelvin aqueduct. This was where we begin to understand Maryhill today.

Fig 2. temporal map of 1858 showing emergence of settlements along Maryhill Road

Fig 3. temporal map of 1896 when railways were build , influencing rapid increase in settlements

1896 - The development of the train in maryhill is pivotal to its historic development. The Gas works to the north of maryhill relied on the train network. The maryhill barracks can be seen in this timestamp, the original Maryhill train station is located next to the barracks.

1975 - The closure of the rail networks in maryhill has left plenty of scars. Some of the remains can still be seen across the River Kelvin. The barracks have been transformed into mixed social housing estate. The original boundary wall has been retained and a new grid has been overlaid. Because the wall was retained the connections from the estate to maryhill are bad and makes the area feel isolated.

2019 - In the modern day we can see some more urban sprawl but also some derelict sights as a result of poor social housing that was built being demolished. The tesco was expanded and is now a 24 hour tesco extra. This has a negative effect on Maryhill as it has a very poor street frontage and a huge car park at the rear. This means people drive through maryhill and into the back of the Tesco with out using the high street. Local business have suffered as a result of the hypermarket.

Fig. 4 temporal map of 1933 when settlements gravitated towards the south due to the move of the burgh halls to where it is located at now

Fig. 5 temporal map of 1975 when Maryhill Barracks has been replaced by tower blocks

Fig. 6 temporal map of the current Maryhill

Source: Analysis Booklet: 2

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Masterplan

02 Analysis

Planning Framework The Development and Regeneration Services (DRS) produced the Maryhill Town Centre Action Plan (TCAP) in 2011. From a policy in the previous City Plan 2, a town centre action plan for Maryhill was required to develop the town centre in Maryhill.

Additionally, the TCAP coincided with Maryhill Locks. This was one of Glasgow’s Transformational Regeneration Areas (TRAs).

It features goals involving the delivery of diverse shopping, convenience to residents and visitors, access to services by active travel modes, establishing an image, improve safety and wellbeing, and improve opportunities for the community.

Fig. 7 Diagram showing percentage of population in close proximity to derelict sites Source : Analysis Booklet : 4

These visions were to be achieved by these goals: - Increase range of shops and services - Promote green and blue infrastructure - Maintain diversity in the land uses, activities and buildings - Deliver a public realm which is consistent and accessible - Regard health and safety of the population - Retain a low speed vehicular flow along Maryhill Road - Build confidence and stimulate more investment - Enhance Maryhill’s idetntity

Fig. 8 temporal map of 1933 when settlements gravitated towards the south due to the move of the burgh halls to where it is located at now Source : Analysis booklet : 3

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Re-establishing Maryhill’s Spine

Experiencing Maryhill A1 -Industrial and commercial The most active area within Maryhill, with the most used being the Tesco shopping. This area consists of different uses. There are commercial, industrial, residential and public spaces. The police station and the football stadium are found within the area 01. The industrial area is slightly separated from the high street and it is by the edge of the canal. Buildings are spread out and do not integrate well with each other. The traffic intensity is high and the pedestrian paths are not good quality. There is a lot of parking spaces. Some of the buildings are historical and important for Maryhill’s identity.

A2 - Wyndford Estate High block towers and residential blocks are found within the Area 2. There are four 25 storey tower blocks, six 9 storey buildings and four 15 storey buildings. The rest of the built up area are primarily long four story residential blocks. The buildings are aligned in a broken grid system with very poor permeability and isolated spaces.

A3 -Residential This area is layed out in a grid system street network and has some rounded unintegrated site that is partially developed.

Relatively better satisfaction in terms of the quality of the architecture and spaces. Maryhill Burgh Halls, Medical centre, Glasgow Club and Gairbraid Parish Church are located within this zone .

A4 - Residential This area differs from the previous residential area as it has a larger difference in height and a generally steeper topography.

The buildings are more spaced out and separated.

A5 - Water bodies and natural features The historic canals and Maryhill locks are one of the most significant factors for the Maryhill identity. The green spaces around the canals and River Kelvin are concentrated and define the area. The area around the locks is well maintained, while the river side should improve. The open space and beautiful views would increase the number of users if activities are brought to the area

Fig. 9 Existing Character areas of Maryhill Source : Analysis Booklet 4

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Masterplan

02 Analysis

Street Network As Maryhill road is surrounded by development areas that are ineffectively connected to itself and to each other, the results of the Global Betweenness map marks it on the higher end of the scale meaning it must be used for movement on its general axis (NW-SE) in the area.

Fig. 10 Local Betweeness diagram

The Local betweenness analysis demonstrates that there is a small number of main roads for the purpose of outside connections. There is also a lack of inner travel paths in the area as most developments are closed off to transit traffic.

Local closeness analysis shows that this area has a deficiency of a well connected and dense street network. It can also be pointed out that for the entire length of Maryhill Road itself there is only one area on the higher end of the scale, which is counterintuitive to the idea of a “High Street�.

The local straightness analysis shows that while the prevalent use of dead-ends and cul de sacks decreases the straightness of the area surrounding the study area, Maryhill Road itself is relatively high on the scale in most parts.

Fig. 11 Local Closeness diagram

Fig. 12 Local Straightness diagram

Fig. 13 Local Straightness diagram

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Re-establishing Maryhill’s Spine

03

Strategy

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Masterplan

03 Strategy

03 Strategy Current Issues

The Fourth and Clyde Canal & the Kelvin River The areas along the Fourth and Clyde Canal in Maryhill used to be prosperous and busy in the 1800s. However, after the Canal has been outphased by the railway, the areas adjacent to the Canal have fallen into poor state and are not utilized by the community, as it may be quite secluded and is not visible from the main roads.

fig. 14 showing the Kelvin dock and its surrounding

fig. 15 an aqueduct of the Canal running above Bisland Drive

fig. 16 Lock 24 with buildings of the original Maryhill Village in the background

fig. 17 only a small part of the Canal in Maryhill has properly paved footpaths

fig. 18 Global Closeness analysis of greater Glasgow (location of Maryhill shown in the circle)

fig. 19 Local Closeness analysis of greater Glasgow (location of Maryhill shown in the circle)

Some efforts were made to revive the canal especially in the areas near Bowling , Falkirk and even Port Dundas, in Glasgow. However, little has been done for the locks of Maryhill.

Now, the Canal feels as if it is a physical barrier in between the north and south side of Maryhill. The communitity of Maryhill is now more disconnected towards the Canal and the Kelvin River, which were once the first nucleus in the development of the village.

Lack of Connectivity The Global connectivity of the road networks of Maryhill and its surrounding areas is not effective, causing residents of Maryhill to have harder access to its neighbouring districts.

Similarly, people outside of Maryhill would have lower access to Maryhill.

Maryhill road is surrounded by development areas that are ineffectively connected to Maryhill Road itself and also to each other.

The Local betweenness analysis done in the area of study shows that there are a few main roads for the purpose of outside connections (marked in red). There is also a lack of inner travel paths within the area as most developments are closed off to traffic. Thus, causing the residential in the outer areas of Maryhill to be very disconnected from Maryhill Road. (refer to source : Booklet 5 Network analysis of the streets

fig. 20 Global Betweeness analysis on the study area

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fig. 21 Local Betweeness analysis on the study area

Re-establishing Maryhill’s Spine

Amenities and distance from users Maryhill has 4 healthcare centres and the distance of the healthcare, dentist, doctor, and pharmacy to the nearest residential area is within 400 m. These facilites are all concentrated at the southside of Maryhill, which may be hard for residents on the north side of Maryhill to access. (refer to fig. 10 ) Public leisure facilities in Maryhill includes a football stadium, bowling club and swimming pool, located in the north, centre and south of Maryhill respectively. These facilities are located within walking distance to its nearest residential areas. (refer to Fig. 11)

fig. 22 Location of Healtcare services in Maryhill Source : Analysis Booklet: 3

fig. 23 Location of other public and leisure amenities Source : Analysis Booklet: 3

fig. 24 Location of green facilities in Maryhill Source : Analysis Booklet: 3

fig. 25 Diverse amenities of Maryhill Source : Analysis Booklet: 3

Maryhill has two green facility that is accessible to the general public , one would be a small and a large park. The distance of this park to the nearest residential area is 600 meteres.

Meanwhile, Maryhill Park to the neareast residential area takes about 12 minutes walk. (refer to Fig. 13)

Buildings of significant historical value not in use Maryhill is characterised by numerous old buildings in Maryhill that has a significant historic value but are no longer in use , and are left empty. The most significant building would be the Maryhill Burgh Hall, that fell out of use when Maryhill was annexed into the governance of Glasgow city on the 1st of November in 1891.

Other notable but derelict buildings of Maryhill include the Acre House , a circa 1880 house located at the northern edge of Maryhill, and the White House Inn , an 18th century stone building and public house at the of the top of Maryhill Locks. The White House Inn has been turned into a cyclist hub recently.

fig. 27 Maryhill Park

Green public spaces and its reachablility Maryhill Park is an extremely popular local park with residents and the wider community.

Improvements to the park have added a wetland area, orchard, signage and upgraded play facility. The highest point of the park bestows fine panoramic views across open countryside to Campsie and Kilpatrick hills.

Maryhill Park is an area of the city of Glasgow, Scotland. It is within the Maryhill district, within the North West of the city. Unlike much of the rest of Maryhill, the population is predominantly middle-class and the property type in the area consists mainly of Victorian semi-detached town houses.

The Maryhill Locks, a steeply-descending series of pools on the Forth & Clyde Canal are nearby. bThese facilities are very poorly connected to the residential area which is the main place the users are dwelling in.

The other green facility is a Golf range which is not accessible to the general public.

fig. 26 Maryhill Burgh Hall , a B listed building but is currently not in use

fig. 28 Glasgow Golf Course , within the study area

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Masterplan

03 Strategy

Potential Existing train infrastructure that is not in use

Due to the closure of the Glasgow Central route of the Lanarkshire and Dumbartonshire line in 1964 , the infrastructure of the railway is now left unused. Although the original station is now occupied by Tesco Extra (originally Maryhill Shopping Centre), space was intentionally left under the structure of the new building to allow the line to be reopened if there is a future need. When the bingo hall built in the way of the tracks was built, the option was still viable as a channel was left for the original line to be re-opened below ground. However, when most of the land was put to sale along the Kirklee and Cleveden sections of the tracks, the prospect of reopening the line was put to rest. This has created a network of tunnel underneath the Tesco Extra carpark up to some parts of the Bingo Hall.

Another infrastructure of this railway line is the Bridge next to the edge of Wyndford Estate where it was supposed to connect the tracks over River Kelvin. These infrastructures have a potential to be repurposed and reused instead of being fenced off and becoming a space that will attract anti-social activities.

fig 29. The bridge across Kelvin River meant to allow trains to pass through

Maryhill Locks, River Kelvin and its adjacent spaces The Fourth and Clyde canal is an asset to Maryhill , as it was an infrastructure that made Maryhill what it is in the 1800s. Now that it has fall out of use, it still is a feature that the older folks of Maryhill are proud of. The areas adjacent to the canal and the Kelvin River is now used as a route where the communities take to escape from the bustling city life. However, the locks at Maryhill, even though is heavily used, is not properly paved and lit at night. As compared to other parts of the exact same canal, there are lesser efforts done in Maryhill Locks in an effort to transform them into a more vibrant place. fig 29. Lock 23 with the original village of Maryhill behind, although most of the original buildings are no longer there

Vacant lands available for intervention Due to the mass demolishing works of tenements in the 1950s and 1960s, there are huge parcels of lands in Maryhill that is currently unused. This poses as a threat to the community of Maryhill if they are not utilized as they are huge gaps in the urban sprawl and also allow behaviours that are not frowned upon on by the community to take place at. (Analysis Booklet 2: History and Stories) However, these parcels of land are also a benefit as these places allow easy implementations of strategic projects and interventions that will impact Maryhill in a positive way.

fig 29. Google satelite view of Maryhill , where there is an abundance of empty lands , suitable for interventions and development

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Re-establishing Maryhill’s Spine

Objectives Social and community Revitalizing derelict buildings by repurposing them and the public spaces adjacent could increase the chances of creating jobs in shops in the smaller scale, in addition to improving residential housing in deteriorated places.

Connectivity and movement Urban Design Studies Unit Masterplanning for Change Maryhill Road is a very busy link between Glasgow city centre

fig. 30 Vision themes Source : Strategy Booklet : Re-establishing Maryhill’s Spine

and north-west outskirts of the city, which presents an important strength. However residential areas surrounding it have poor connectivity, and there are rather weak links to other districts west and east. Another weakness is poor public train transport, with Maryhill station located far from the centre of district and a number of other stations in close proximity to each other. Main threats for any development would be high crime rate which is encouraged due to lack of connectivity, dead ends and wastelands. New connections should be executed carefully to avoid deprivation spread to less deprived areas. Important opportunity presented

by Maryhill area is development of cycling network and infrastructure, as this transport is gaining popularity and analysed area would create a popular link between different parts of Glasgow.

Activities and uses Maryhill is an area that is filled with different functions and activities. There is a number of fitness centres and sport facilities where it attracts many visitors and local residents there. Tesco Extra is one of the local destination that leads a majority of the locals to visit in the area. However, Maryhill is lacking of varieties in retails and restaurants. The present ones in Maryhill are very limited in selection. With this problems, many people spend most their free times in the bars/pubs area, leading to violence and anti social behaviours when pub goers do not control their intake of alcohol. There are many opportunities that can help the local enjoy life and stay life or healthy. The canal, the open space and the empty shops could provide many small business opportunities such as pop up stores, organic market, outdoor cinema and so on. As well as economical opportunities, all this spots could also connect by bike route and secure walking path, which could unite and connect the local community better.

Character

Maryhill is a township that has a rich history, therefore its character has been slowly formed since. In the 1950s- 1960s when there were a lot of demolishing works of tenements, fig. 31 Vision Statement Maryhill ended up having large parcels of land that are empty ion Statement Source : Strategy Booklet : Re-establishing Maryhill’s Spine hill Road is the high street and “back bone” of Maryhill, acting as the main network and and not in use. Causing a huge gap in the urban sprawl that makes the surrounding plots disconnected to what is beyond ection to the whole area. this parcel of land. These parcels of land can be seen as a ng back Maryhill Road as a high street of Maryhill in a fragmented urban landscape by strength as it is a space where future developments that are properly planned can take place at. Besides this, there is Maryhill Road is the high street “back bone” of Maryhill, acting as the ving the overall experience of Maryhill andand establishing a strong dialogue between Maryhill railway infrastructure that is not in use now, these became main network and connection to the whole area.

Bringing back Maryhill Road with its adjacent spaces.Interventions and projects proposed are in relation to improving the derelict when the Maryhill Central Station closed down, a as a high street of Maryhill in a fragmented urban landscape by improving the esses , services , connectivity, health, housing, placemaking, education and environment of potential that should be explored in terms of reusing and overall experience of Maryhill and establishing a strong dialogue between hill. These projects are spread out in the whole of Maryhill, connected throughout Maryhill by repurposing these assets. Another unused infrastructure Maryhill Road with its adjacent spaces.

Interventions and projects proposed hill Road. By acting on these plans, we aim to enhance the existing community, promote and is the Fourth and Clyde Canal. However, green facilities and are in relation to improving the businesses, services, connectivity, health, ate Maryhill further at the same time cater to the needs of people of Maryhill. housing, placemaking, education and environment of Maryhill. These parks of Maryhill are poorly connected visually and physically projects are spread out in the whole of Maryhill, connected throughout to the nearest road, making the canal unknown to many if Mahmoud -MArch, Lin by HaoMaryhill Peng -MSc , Lim By Xian Ying -MArch , John Lam -MArch Fraczek the -MArch they were not familiar with Maryhill.

Maryhill Road. acting on these plans, we aim, Jakub to enhance existing community, promote and activate Maryhill further at the same time cater to the needs of people of Maryhill.

Vision Statement

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Masterplan

03 Strategy

Existing Concept Plan

Fig. 31 Maryhill Vision : Re-establishing Maryhill’s Spine Source : Strategy Booklet : Re-establishing Maryhill’s Spine

Local nodes, district nodes and global nodes are present in the study area. Based on the mapping made, the nodes are normally found along Maryhill Road as it acts as the main urban street of the study area, ensuring easy accessibility to its neighbouring residents and people who work in Maryhill. However, most of the nodal systems are concentrated on the Southern side of Maryhill Road.

The green and the hard land pretty much reflect the frequencies of the traffic of population. The urban density of Maryhill focus on spending time in the south side of the canal, and the district has a weak connection. Especially the north of the cannel has a low density range of residential buildings.

Green infrastructure encompass green linear features, such as natural paths, cycle/walking routes and riverbanks immersed in natural or seminatural environment, and areal features, like public open areas, neighbourhood parks and greens, informal grassed or landscaped public open spaces and communal/private courtyards.

There is only one type of railway in Maryhill connecting Maryhill to central Glasgow and the outskirts of Glasgow. The railway station is located in the northern side of the study area, making it not accessible to pedestrians dwelling in southern Maryhill. Busses are an easier option when travelling between different regions of Glasgow as it is a more straightforward route. Cycling routes are prominent in the areas where the green linear features are, along Kelvin River and the Fourth and Clyde Canal. Maryhill is a cyclist friendly road, but due to its role as a Main Urban Street, it may be dangerous for the cyclist if no proper lanes are established.

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Re-establishing Maryhill’s Spine

Nodes + Topography

Transport Network

Ecological Network

Street Network

Block Density

fig 32. Isometric Map Source : Strategy Booklet : Re-establishing Maryhill’s Spine

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Masterplan

Fig.33 Maryhill Vision : Re-establishing Maryhill’s Spine

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03 Strategy

Re-establishing Maryhill’s Spine

Proposed Concept Plan The Concept Plan Proposed aims to achieve and implement the Strategy of reestablishing Maryhill Road as the spine of Maryhill. Maryhill Road was a historical high street that is no longer used as a high street due to the break in the urban fabric. The nodal system in the Proposed Concept Plan aims to bring back services , may it be local, district or global into Maryhill Road as high street’s character is based on the availability of these activities and dwellings along itself. By establishing these nodes throughout Maryhill Road, density will then be encouraged to form along this road as these services are able to support and provide for the residents. Connections of local roads towards Maryhill Road, that were previously closed of will be reconnected as it will then improve the connectivity of the network as a whole. These minor changes will then help to increase the centrality of the main roads, thus improving the road network of Maryhill. In the ecological layer, we aim to extend the connection of its linear features aiming to enhance and increase the ecological diversity of the area. As Maryhill is established due to the construction of the Canal and River Kelvin, it becomes an important asset to the area. By ensuring a continuous network of these different layers and aspects, diversity can be directed towards Maryhill.

Proposed changes to the nodes: The urban nodal system on Maryhill Road should be continuous to increase and to strengthen its importance as a high street within the region. Local nodes are should be established between the break of nodal system in the northern and southern side of Maryhill. Tesco Extra being a main global node that attracts people who are from areas that are further could be a potential to draw people to Maryhill. However, the current Tesco Extra is a place where its customers will drop by but does not encourage them to explore Maryhill further. By adding District level and Local Level nodal system to its surrounding will encourage these crowd to bleed out from Tesco Extra into Maryhill Road.

Proposed changes to ecological network: By extending the connection of the linear features, the network would be more coherent to work as an additional layer to enhance the over urban planning of the whole site.

Proposed changes to street network: Changes to the street network that are proposed are very minimal, either reopening previously existing connections between local roads and urban main road, or adding a few meters of road to improve connectivity between local roads network to main local roads. Impact of those proposed changes was checked using Momepy software for measuring centrality. Those had impact in close radius to said changes, increasing centrality score of main roads, satisfying the aim of improving the road network.

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Masterplan

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04 Framework and Coding

Re-establishing Maryhill’s Spine

04

Framework and Coding

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Masterplan Booklet 1: Framework Masterplan

Fig. 34 Existing Plan and Boundary of Masterplan Area

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04 Framework and Coding

Re-establishing Maryhill’s Spine

04 Framework and Coding Exisiting site and Selection of the Masterplan Area Re-inforcing Maryhill Road by working on the central During previous stages of the project a strategic plan for Maryhill was developed, stating that the most important strategy for viability of the area to re-establish Maryhill Road as the spine of Maryhill, which will effectively reconnect all the parts of the district. This would best be done by reinforcing the most central section of it , the Maryhill Burgh Hall area and working towards the south and north from there.

Including different characters of Maryhill into the boundary

Besides, the area marked with red boundary was selected for further development as it origins from the small square in front of former burgh halls and stretches south to the supermarket site and north towards locks and covering a section of Maryhill Road which would serve as a buffer, gradually diluting the high street densities. The project boundary reaches River Kelvin to the west and Clyde and Forth Canal’s Glasgow branch to the east. This is to allow use of natural boundaries instead of artificial borders as well as inclusion of complete character areas.

Fig. 35 Maryhill Vision : Re-establishing Maryhill’s Spine

Addressing derelict plot of lands

The selected boundary area includes sites of derelict plots of land where there is no proper defined use.

The masterplan aims to assign a more permeanant and defined use to the light industrial area as most of the buildings are of semi-permeanant types. Due to its nature of use, it acts like a barrier disconnecting the canal to the rest of Maryhill. Other sites that does not have a defined use is the old railway bridge and the edges near the canal along Maryhill Road. (refer to Fig.

Fig. 38 Steep plot of derelicland adjacent to Maryhill Road and the Fourth and Clyde Canal

Fig. 36. Bridge used to connect part of the disassembled railway across River Kelvin

Fig. 39 Light industrial areas on the eastern side of Maryhill

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Masterplan

Fig. 40 Existing Topography of Maryhill

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04 Framework and Coding

Re-establishing Maryhill’s Spine

Exisiting Topography Due to the location of Maryhill that is along the River Kelvin and the Fourth and Clyde Canal, the site of the Masterplan is very steep.

The topography of Maryhill varies largely between the eastern and western part of Maryhill. Areas along River Kelvin on the western end has the lowest altitude, at 20m above sea level and the higher parts on the eastern part of Maryhill.

The area in Wyndford Estate has the mildest change in level and is relatively flat in comparison to the parts across Maryhill Road, where a vast change in level can be seen, resulting in roads that are steeper. Another area that has a steep slope can also be found along the industrial estate and the Fourth and Clyde Canal.

Fig. 41 Steep change of levels on Fingal Street, East of Maryhill Road

The development at Maryhill Locks Phase 2 has a significant change in its levels, therefore making the road network around its area not as well connected.

However, it can still be connected through pedestrian paths and stairs.

Fig. 42 Change of levels within the Maryhill Locks development connected with stairs leading to Maryhill Locks

Fig. 43 Phase 2 of the Maryhill Locks Development connected to Kelvin walkway through a pedestrian path

Fig. 44 The change of levels of Maryhill towards the Eastern side

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Masterplan

Fig. 45 Transformation and Confirmation Areas

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04 Framework and Coding

Re-establishing Maryhill’s Spine

Transformation and Confirmation areas Confirmation areas

Areas marked in blue represent confirmation areas. This cover parts of the project zone which have a good quality, suitable character and proper densities to support future development of the area. Those are both old buildings that could only require minor refurbishment works as well as recent developments which show that they were thoughtful of the surroundings.

Fig.46 Developent of residential areas at Maryhill Locks replacing empty plots of land left from demolished tower blocks.

Fig. 47 Tenements on Garrioch Road

Transformation areas Areas within the Masterplan boundary that is marked with red represent transformation areas. Those are: the length of the high street; industrial estate (Fig. 4) and the edges of the canal; blocks of flats by the northern section of the high street; unbuilt section of the hill by the locks, which was originally meant to be developed, but currently only one section is completed and the future of the rest is unsure; Tesco Supermarket site with the car park and the stretch of former train tracks; the Wyndford Estate, for which transformation a plan proposed in the previous years by Matt Bridgestock is used.

These areas were selected due to circumstances such as improper function, density or character which have negative impact on the whole project area.

Fig. 48 Carpark of Tesco Extra that can be easily reconnected to the Kelvin Walkway

Fig. 49 Part of the Fouth and Clyde Canal along the industrial estate

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Masterplan

Fig. 30 Plan showing Demolished, Refurbished or Retained Buildings

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04 Framework and Coding

Re-establishing Maryhill’s Spine

Retaining / Demolishing existing buildings Retained Buildings

The buildings to be retained within the Boundary of the Masterplan are the ones that are mainly from the confirmation areas. These buildings were well designed, where it works well within the district.

Other important buildings of historical and architectural value are to be retained as well.

Buildings of this character, for example, would be the Burgh Halls, Maryhill Library and the Maryhill Parish Church

Refurbished Buildings These buildings are buildings that will still be re-used or re-purposed with minimal changes done to fit into the character of the area within the Masterplan. Represented in Brown on Fig. 10, these buildings still work well but certain addition will be added for them to fit into the character of the High Street and the newly transformed Wyndford Estate from the project by Matt Bridgestock

Fig. 31 Tesco Extra to be refurbished to allow penetration and diffusion of crowd from the high street towards the western side of Maryhill

Fig. 32 Residential blocks along Maryhill to be refurbished to allow active fronts along the High Street

Demolished Buildings The buildings that are identified to be demolished are largely within the industrial estate, where it is currently the most disconnected area of Maryhill, partly due to the lack of local nodes, connections and connection towards the Fourth and Clyde canal, which can be a strength and potential to the district.

These buildings are identified to be demolished due to its density and character that does not fit well into the Masterplan. Furthermore, the industrial estate acts as a physical barrier for the connection of the rest of Maryhill to the Canal.

Demolished buildlings within the Wyndford estate aims to reconnect the housing estate to Maryhill Road and its surroundings; Tesco Extra, Kelvin Walkway and Maryhill Locks. Buildings along Maryhill estate are demolished as it needs to be replaced with buildings that fits the character of Maryhill Road as a High Street as it currently does not have active fronts towards the Main Road, creating a gap of nodes along the High Street.

27

Masterplan

Relocation of Existing Services and Industrial Estate

As the transformation area largely focuses on the area where the existing light industries estate and global level services are at, the services needs to be relocated.

Relocation of these industries comprises of two types: within boundary or out of boundary as the larger industrial buildings are relocated. Local level services will be relocated and kept within the Boundary of the Masterplan while the industrial services will be relocated beyond the boundary, Northeast of Maryhill, within 2km from the current location: 5 minutes drive away.

The two proposed sites for the relocation of the industries are similar in size and have exisiting light industries in its surrounding area. Furthermore, by relocating to these new proposed areas, the industrial estate will be in closer proximity to Maryhill Railway Station.

Fig. 33 Showing Existing Services and Industries in Maryhill; and location of Proposed relocation site

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Re-establishing Maryhill’s Spine

29

Masterplan

Fig. 34 Plan indicating the Street Network within Masterplan area

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Re-establishing Maryhill’s Spine

Connectivity Street Network

The diagram shows existing roads in black and additions in orange. As can be seen, major roads have been kept as existing and mostly minor sections of new local road connections are proposed. The biggest change is adding two new roads ringing through existing industrial estate and parallel to the canal’s bank, which would allow for addition of several new housing blocks and improving connection with the canal. In general, proposed changes have negligible impact on global connectivity while significantly improve local connectivity.

Multiple Centrality Assessment

Proposed road network was analysed in Momepy software to check the impact on centrality of the network. Global betweenness didn’t change in any significant way, while new roads show medium betweenness, which could manifest in sufficient increase of connectivity and awareness for green areas and the canal while keeping traffic at manageable levels for local residents. The same may be observed with local betweenness. This diagram also shows visible increase of the Wyndford Estate betweenness, which means it will be significantly more permeable for local communities. In terms of local closeness, although changes proposed did not move the local network centre to desirable spot of proposed activity node, as this would be impossible due to barriers imposed on the network by the canal and topography, the range of highest closeness values did expand and covered a larger area, which proves that the changes will be beneficial to the local community.

Fig. 35 Showing Existing Betweeness assessment

Global

Fig. 36 Showing Improved Betweeness assessment

Global

Fig. 37 Showing Existing Local Betweeness assessment

Fig. 38 Showing Improved Betweeness assessment

Local

Fig. 39 Showing Existing Local Closemess assessment

Fig. 40 Showing Improved Local Closeness assessment

31

Masterplan

Fig. 41 Public Transportation Network of Foundation Masterplan

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Public Transportation Network

Existing public transport network in the area consists mainly of buses, as the nearest train station is at the northern end of Maryhill district, and well beyond the project area. However bus connections to Glasgow’s central locations are numerous and frequent. Connections to the west and east are fewer, however. The diagram highlights bus routes, which follow all urban and local main roads. Proposed layout of bus stops is also shown, which maintains high density of existing bus stops along Maryhill Road, while adding a few new stops for bus lines operating on other streets, so that all bus stops are spread more conveniently and reflect future urban densities.

33

Masterplan

Fig. 42 Cyclist and Pedestrian Network of Foundation Masterplan

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Re-establishing Maryhill’s Spine

Cyclist and Pedestrian Network

Walking network is much more complex than road network and allows for shorter and more convenient paths form start point to destination. The diagram shows main pedestrian access paths and squares, however the network represented may become even more dense once informal passages through gaps in urban fabric are established by people.

Cycling network consists of route following Maryhill Road, connecting the area with the city centre to the south and areas outside of Glasgow to the north. Another existing cycling route follows River Kelvin.

Those two are connected alongside the locks with an east-west route, which would then follow the canal, from its junction either further east or to the south. This would follow pedestrian path, creating pleasing attraction and reinforcing the importance of the canal and its environment.

35

Masterplan

Fig. 43 Improved walkability of new street network

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Re-establishing Maryhill’s Spine

Walkability

Those two diagrams represent 5mins walkability reach from the district node. The distance was estimated for an average walking speed of 1.4m per second. The node’s location represents expected development of the high street, as in the present it would me marked a bit further north the Maryhill Road, where it meets the public square, however it is expected that following the successful redevelopment of the area the true centrality will be spread further along the road, thus making the true node’s location more where it is marked in the diagram.

As can be seen, while current walkability to the western housing area and the Wyndford Estate is quite good, the industrial estate to the east acts as a real barrier for pedestrians. Changes proposed mainly allow for the canal to be conveniently reachable form the high street, as well as making most of the proposed new roads within close range of any services that would nest among Maryhill Road.

5 mins walkable paths : existing : 4557m added : 1201m (+26%) total : 5759m

5 mins walkable access areas : existing : 226046 m2 added : 56278 m2 total : 282323 m2

Fig. 44 Walkability of Current Street Network

37

Masterplan

Fig. 45 Proposed lighting in order to increase security and walkability of Maryhill at night

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04 Framework and Coding

Re-establishing Maryhill’s Spine

Increasing Walkability and Safety at night Proposed light map assumes uniform spread of light posts, with their density reflecting on importance of specific road or path, with increased intensity along main roads and in most important public spaces. This scheme will ensure that the security of pedestrian at night to be increased especially along the Fourth and Clyde Canal and Kelvin River , where there is no street lighting present at the moment.

There are no dark alleys or areas left except for internal block greens. Also park and canal paths are lit to encourage walks and cycling all year round, not only during summer months. Incorporating LED technology with well programmed timing or sensors will make this lighting scheme affordable in the long run.

Fig. 46 Existing lighting map

39

<Existing Light Industrial Area >

<1:1> <Existing P

Masterplan

04 Framework and Coding

<New Medium Density Developments> <Existing Light Industrial Area > <Existing Light Industrial Area >

<1:6 slope with ramped access> <1:1> <1:1>

<Existing P

<New Medium Density Developments> <1:6 slope with ramped access> <Local Road with Pedestrian Paths> <Paved Pa <Existing P <Existing P Fig. 47 Existing section of the steep slope in between the industrial estate and the canal

<New Medium Density Developments> <New Medium Density Developments>

Fig. 48 Proposed section of the steep slope in between new proposed residental and canal

<1:6 slope with ramped access> <1:6 slope with ramped access>

<Local Road with Pedestrian Paths>

<Paved Pa

<Local Road with Pedestrian Paths> <Local Road with Pedestrian Paths>

<Paved Pa <Paved Pa

Fig. 49 Proposed Section of residential buildings that have secondary entrances fronting the canal

< Maryhill Road > <

Proposed connection to Canal

>

> <

Proposed connection to Canal

>

Fig. 50 Proposed Section residential buildings < of Maryhill Roadthat have secondary entrances fronting the canal

40

<Paved Path>

<Fourth and Clyde > Path> Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine

<Fourth and Clyde > <Fourth and Clyde > <Fourth and Clyde >

Connecting the Canal to the New Developments The part of the Fourth and Clyde canal on the east edge of the Masterplan is very disconnected due to the Steep slope of 1:1 ratio. The industrial buildings along this part of the canal does not help to connect this area as it is specialized services that does not encourage constant flow of people to its area.

ath>

<Fourth and Clyde > ath> Path> Path>

By reducing the steepness of the slope and having new developments facing the canal as the front, helps to encourage diffusion of the population towards the canal. With the improved walkability from the newly proposed street network, it will be more reachable to pedestrians Derelict and steep spaces adjacent to the canal will be regenerated and repurposed to allow better connection physically and visually towards the canal

<Fourth and Clyde > <Fourth and Clyde >

ath>

ath> ath>

<Fourth and Clyde >

potential connection points

Fig. 51Improved walkability and reachability towards the canal

<Fourth and Clyde > 41

Masterplan

Fig. 52 Improved walkability of new street network

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Connectivity of Special Places Special Places are public spaces within the masterplan where activities, encounters and daily activities can happen.

There are two types of special places. First one is of „green“ nature and includes Maryhill canal and locks, Kelvin Walkway, as well as green pockets introduced in neighbourhoods to fill in ecological network.

The other type are buildings of special functions, main square or recreational facilities, which lie at the border of both categories.

Creating a network between these helps encourage users to explore and assimilate between them. This will effectively create a link users can disperse within the boundaries of the link. Those connections are achieved by pedestrians and cyclists by creating safe and pleasant routes. Linear green elements will be used to establish and enforce these links. To ensure the residents of Maryhill have better access to these spaces, the special places are linked with linear green features along the canal and street of higher importance.

43

Masterplan

Fig. 53 Ecological Network of Foundation Masterplan

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Ecological Network Green Network

The green network along the Canal acts as an opportunity to link all these different parts together . A Green Linear feature is proposed across the span of West and East Maryhill through Kelvindale Road towards the Canal ensuring a continous green link between the west and east serving as a character that links all the special places together. Besides that, Green Linear feature will also be introduced in the length of Maryhill Road, besides acting as a link for the green features, it also helps to reduce traffic speed along this stretch of Maryhill Road.

Blue Network Blue Network in Maryhill is very present in the form of the Fouth and Clyde Canal and Kelvin River. This makes a quite diverse ecological system, especially that both the river and the canal have natural banks, while each of those water bodies has a very different character and attracts different species. Kelvin is a fast flowing river at the bottom of steep ravine which is covered mostly with trees and bushes. Fourth and Clyde canal on the other hand is mostly still, calm water with banks overgrown with reed. The difference of levels on which the river and the canal makes those two elements disconnected, however they both play an important role in overall ecosystem of the area, as well as connecting it to wider ecological network.

45

Masterplan

Fig. 54

46

Illustration of types of proposed green spaces within the Masterplan area

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Types of Green spaces

To better explain green areas they have been divided into three categories. Private greens are gardens, private plots, etc., which only owners or limited groups of people could use. Public natural greens are large parks that have more natural character. In this case those are parks along Kelvin river and the canal.

Public designed green are all other patches of land that is not build up in the urban matter. They can be well kept green pockets inside urban blocks, leftover spaces covered with grass, or anything else that is not hard surface and can be used by the public. Even though theoretically in current shape there are large green areas in Maryhill, they are usually of poor quality, especially when it comes to public green patches. They also have a rather poor connectivity. In the proposed masterplan not only areas of each category are increased, but also green corridors have been added to connect those patches of nature. In numbers, public natural greens area increased from 245,664m2 to 254,680m2, public designed greens from 69,689m2 to 97,162m2, and private greens from 89,331 to 121,670m2. This means, that exactly 50% of the masterplan area is a green surface. To ensure the residents of Maryhill has better access to these spaces, the proposed green spaces are linked with linear green features along the canal and street of higher importance.

Fig. 28

Pie chart comparing areas of existing and proposed masterplan types of green areas

Fig. 28

Comparison of existing types of green spaces within the Masterplan area

47

Masterplan

Fig. 55 Showing the types of surfaces within the masterplan boundary

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Blue green infrastructure design Urban ecosystem of water and energy flow is crucial for any community to function well and be sustainable. While redesigning large area, there is a number of opportunities for improvement of that ecosystem, such as replacing energy sources with renewables, minimising amount of rainfall that goes into distant storm tank instead of sinking into soil, or minimising unrecoverable energy losses. The most important way to minimise rainfall water waste is to replace hard surfaces with soft or at least permeable. Soil and plants can act as a filter and help reduce runoffs. Plots can be connected with mid block green alleys with pervious paving and bioswales. Turning main streets into green boulevards will allow to accommodate much heavier storms than regular storm inlets (Huber et al, 2010). This requires â&#x20AC;&#x17E;green stripsâ&#x20AC;&#x153; to be placed below road surface level and bordered with perforated curbs. Kelvin River and the canal are playing an important role in keeping rainwater in the natural cycle. With that in mind permeable surfaces are proposed to be implemented for hard surfaces of lower endurance needed, such as car parks, parking bays or internal footpaths. Larger residential blocks are filled with open green, providing not only user-friendly and safe environment, but also additional natural surface area, providing possibilities for rainwater collection ponds to be made as well.

Fig. 56 Mid-block green spaces with bioswales

49

Masterplan

Fig. 57 Street edges defined and Density assigned for Masterplan

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Density Assigning Density Proposed Nodes within the Masterplan is mapped and a conceptual density is assigned to the area based on the proximity to the node. Then Street Network of three levels of streets are assigned to cater for the different capacity of activities and density it will serve to enusre the network is able to support the needs of the Masterplan area. The three types of street being Urban Main road , Local Main Road and Local Road. Finally, an allocation of density is assigned to the street edges based on its proximity to the node and the importance of type of Street it is fronting. + for Urban Main; = for Local Main and - for Local Roads.

Fig. 58 Layering nodes in Masterplan

Units / Hectare

Fig. 59 Layering street network

51

Masterplan

Fig. 60 Proposed Foundation Masterplan

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Proposed Foundation Masterplan

Units / Hectare

53

Masterplan

Local Urban Code The Local Urban Code serves as a step between Foundation Masterplan and detailed Masterplan. It is a compendium of information about constituent urban elements of plots which inform the design of final masterplan. The LUC is filled with what is deemed a good example for specific place it is meant to serve.

Those were analysed from single plots to whole street fronts statistics, to form the final set of data, which can be found in tables below. Selected typologies are divided into density ranges. They were directly used to design plots which form up blocks designated in the foundation masterplan. The LUC elements are meant to be a guidance and set of rules for specific plotâ&#x20AC;&#x2122;s development, however this only applies to data like plot coverage, building height, setback or function, not architectural style or specific internal layout. Hence the representation on the final masterplan is only simplified diagrammatic graphic designation.

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55

Masterplan

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H=

Density category Code name

6A

6B

6D

Density [un/ha]

245

245

250

3D model

2D model

No. of storeys

4

4

4

No. of units

22

8

9

Plot width [m]

35

21

26

Plot depth [m]

33

18

31

Building width [m]

23

21

24

Building depth [m]

9

11

17

Building setback [m] 3

1

5

Av. plot coverage

0.39

0.61

0.59

Use

mixed

residential

residential

Housing type

multi-family, multiple

multi-family, double

multi-family, multiple

Aggregation type

isolated in row

aggregated in row

aggregated in row

Street edge

local main street

local street

local main street

Access

internal way

street

street

Parking

oďŹ&#x20AC;-street (shared facility)

side-street

oďŹ&#x20AC;-street (shared facility)

shared back garden

shared back garden

shared back garden

Open space

Precedent image

58

Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine

Split levels and/or Dual entrances Due to the steep topography of Maryhill, some typologies are chosen due to its characteristic of split levels and dual entrances. These typologies are mostly located near the Canal as the objective of the scheme is to re-connect the canal to Maryhill. As opposed to the current typologies along the canal where there is no direct access or connection towards the canal, these newly proposed typologies aims to re-direct the canal as a valuable frontage.

Fig. 32 Type 1B

Fig. 32 Type 1C

Fig. 32 Type 4A

Active Frontages

To strenghten and encourage activities spilling into Maryhill Road, the typologies fronting the main road needs to have active fronts to allow activities taking part in this buildings to be seen and easily accessible. As these activities can be attractions for people to stop by and assimilate into the street.

Streets that are adjoined to Maryhill Road may also have active fronts that act as a transition between the change of character in space

Fig. 32 Type 4A

Fig. 32 Type 6A

Fig. 32 Type 5B

Fig. 32 Type 7B

Non-typical typologies Due to diverse local characteristics of blocks and plots, some typologies had to be slightly adjusted to correspond with those aspects and create fitting masterplan. Typology 1D as shown diagrammatically does not describe exactly the reality, as the example has 2 storeys with 3 flats in total, not on each floor.

Fig. 32 Type 5B

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Masterplan

Fig. 61 Diagram showing the level of privacy and the presence of active fronts

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Privacy study & Active Frontages Street fronts can have different levels of privacy, which create a feeling of street character. It can range from minimal privacy, where building front is right on the edge of the plot, often having an active front, moderate privacy, where the building has some setback from the pavement, to high privacy, where building front is set back significantly and separated from the street by a fence, front garden or other such measures.

In the proposed masterplan areas which are meant to be the backbone of everyday life and have increased footfall were marked to have lowest levels of privacy and create a series of active fronts, necessary to support the high street function of Maryhill Road. Further from that, streets become more residential and with lower density, which is reflected in higher levels of privacy. This will provide residents with calmer, quieter neighbourhoods and better privacy in going on about with their activites .

61

Masterplan

Fig. 62 Streets within the masterplan

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Street Design Streets of Maryhill are currently unpleasant for pedestrians and mainly dominated by vehicles.

Therefore, the main aim in the street design is to ensure that these streets become more pedestrian and cyclist friendly. Not only streets are important as a means of connection and commute, they are equally important as public spaces where opportunities of encounters and activities can take place at. They are also the main transition space from private spaces into a public domain.

The importance and hierarchy of the streets within the masterplan were taken into consideration when making decisions of the design. The more important streets with higher volumes of traffic and activities happening in the buildings fronting the streets are the main influence of the design.

The masterplan implies creation of several new roads in place of existing industrial area and redesigning two existing ones, Maryhill Road and Lochburn Road, as can be seen on following pages. The redesign of existing roads includes widening and character change, in order to accommodate not only cars, but also pedestrians, as well as new active street fronts. It has been achieved without unnecessary intrusion into existing elements of urban elements. New roads to be constructed have been designed from scratch, therefore a comparison cannot be shown. They have also been provisionally named by convention of their character.

Maryhill Road Lochburn Road Middle Local Road Canal Front Road Local Roads

Key Features Width of car lanes Car lanes are designed to ensure that the traffic can slow down making it safer for pedestrians at junctions and sidewalks.

Addition of Cycle Lanes Making Maryhill better connected and safer conditions for cyclists lanes aims to encourage people to get to places by cycling, an effort that will reduce the need of using the car to commute to places.

Street Junctions and Pedestrian Crossings Points where posible pedestrian crossing takes place are properly marked with raised tables to ensure vehicles slow down when approaching.

Pedestrian Sidewalks Points where posible pedestrian crossing takes place are properly marked with raised tables to ensure vehicles slow down when approaching.

Linear Green Trees and patches of plants will be planted along streets to add visual and environmental qualities to the streets.

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04 Framework and Coding

Maryhill Road - Urban Main Road

Fig. 63 Proposed plan of Maryhill Road (north) at 1 :1000 scale

Fig. 67 Sectional diagram of proposed Maryhill Road design

64

Fig. 64 Aerial view of Existing Maryhill Road (north)

Fig. 65 Proposed plan of Maryhill Road (south) scale

Fig. 68 Sectional diagram of existing Maryhill R

) at 1 :1000

Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine Maryhill Road is the most important road within the masterplan as it plays a nessasary role in serving as the main connection to areas throughout Maryhill and also connects Maryhill to other neighbourhoods. As it is the Urban Main Road, the buildings and character of spaces fronting the road is uniform.

Raised Intersection Surface of the street is raised to the same level with the connected squares with a change in material at the crossing to slow down traffic. This measure helps to create a condition where it becomes a more pedestrian prioritised space and acts like a connection to the two squares divided by Maryhill Road. The use of a different material helps to indicate the importance of this particular crossing.

Planted refuge islands This feature is present throughout Maryhill Road and aims to help reduce traffic speed. The current speed of Maryhill in its existing condition is pretty fast, making it inconvenient for pedestrians to cross.

Refuge islands also allow crossing pedestrians to cross safely by providing them a safe area while looking out for oncoming traffic.

Bus lanes, Cyclist lanes, Pedestrian pavements Bus lanes is a lane specifically demarcated for buses (can be used by other vehicular traffic on specified times based on the traffic pattern of certain days.)

Cylist lanes are provided on Maryhill Road to ensure that a safe environment is provided for the cyclists and users alike. Pedestrian pavements along this street is the widest as it is expected that it will have the most activities happening due to the presence of active frontages throughout.

Fig. 66. Aerial view of Existing Maryhill Road (south)

Green features Green infrastructure is present throughout this street to ensure a continous green network. It also serves as a visual feature that helps to solidfy the character as opposed to a monotonous setting seen in the existing Maryhill Road. These features also have a benefit to the climate.

Road

65

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04 Framework and Coding

Lochburn Road - Local Main Road

Lochburn road is one of the Local Main Roads within the Masterplan and have a steep nature.

Pedestrian pavements Fig. 69 Proposed plan of Maryhill Road (north) at 1 :1000 scale

Pedestrian pavements along this street is pretty wide as it needs to be able to support the activities happening in some of the frontage that is active and the increase of density. Although it is steep, walking up Lochburn Road is still acceptable and comfortable. Cyclist lanes are not provided here as the steep nature of Lochburn Street does not serve as an effective route. Cyclists can alternatively use routes along the canal or Middle Local Road.

Fig. 70 Aerial view of Existing Maryhill Road (north)

Green features Although green features are present in Lochburn street in the form of trees and small patches of grass when there is a break between carparks. It may also be in ther form of shared garden space that acts as a transition from the buildings to the pavements.

Fig. 71 Sectional diagram of proposed Lochburn road design

Roadside parking

Fig. 72 Sectional diagram exsiting Lochburn Road

66

Parking is available on both sides of Lochburn Street. it is a way of narrowing the exisiting streets but at the same time provides parking spaces to support the activities happening at the central node.

Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine

Middle Local Road - Local Road

Middle Local Road is a newly proposed street that aims to better connect Maryhill Road to the Canal and the residential areas replacing the light industrial estate.

Cyclist lanes and Pedestrian pavements Wide pavements for the comfort of pedestrian helps to draw them towards the street. Cyclist lanes are available on both sides of the street as it would be the main route for cyclist to get to and from the Canal and Maryhill Road.

Green Features A public green space planted with trees at the junction where Middle Local Road meets Maryhill Road gives users a hint of what they would find at the end of the street. Rows of trees are also planted along the stretch of Middle local road to provide a continous green network.

Roadside carparks Due to the factor that only residential buildings are fronting this street, the provided roadside carparks are available near buildings. Extra private carparks is also provided within the residential blocks or fortthe stadium

Fig. 73 Proposed plan of Middle Local Road at 1 :1000 scale

Fig. 74 Sectional diagram of proposed Middle Local Road

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Canal Front road - Local Road Canal front road is a Local Road that connects Lochburn Road and Maryhill Road.

The character of the street differs as it serve residential, public green parks and pocket squares

Cyclist lanes, Pedestrian pavements Pavement width on the side where the canal is at is wider to cater to the higher possibility of foot traffic.

Cycle lanes ends at the junction where Middle Local Road meets this street. As part of the cyclist route which is along the Fourth and Clyde Canal, cyclists can continue up the slope via ramps .

Green features Green infrastructure along this street is consisting of the canal linear park and the residential pocket space.

Roadside parking Parking is available on sides of the street that is fronted by residential buildings.

Fig. 75 Proposed detail plan of Canal Front Road at 1 :1000 scale

68

Fig.76 Sectional diagram of Canal Front Road with residential building and canal on each side

Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine

Typical Local Streets Typical local roads are roads that are serving residential areas. These street will be the most pedestrian oriented as there will be lesser traffic.

Fig. 77 Proposed plan of Typical local streets at 1 :1000 scale

Green features Green features of local street consist of trees planted along the sidewalk and gardens within plots.

The depth of setback from the sidewalk differs.

Roadside parking Parking is available on sides of the street that is fronted by residential buildings .

Fig. 78 Sectional diagram of proposed typical local streets

Chicanes Where parking is not located, pavement widths is extended making the width of the local street to be reduced and pedestrian domain to be increased.

Shared surface In some local streets where density is lowest, material of roads can be changed to pavers to slow down traffic.

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Masterplan

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05

Masterplan and Special Places

71

Masterplan

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< High Street Zone > << High High Street Street Zone Zone >>

The canal >< New Residennal>

< High > Street

<

Wyndford regenetaaon by Maa Bridgestock

The The canal canal >><< New New Residennal> Residennal>

<< High High >> Street Street

<<

Wyndford Wyndford regenetaaon regenetaaon by

by Maa Maa Bridgestock Bridgestock

< River Kelvin >

<

Wyndford regenetaaon by Maa Bridgestock

>

< High > Street

<< River River Kelvin Kelvin >>

<<

Wyndford Wyndford regenetaaon regenetaaon by

by Maa Maa Bridgestock Bridgestock

>>

<< High High >> Street Street

Fig. 79 Transects through out different character areas of Maryhill

72

>

>>

Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine

05 Masterplanning & Special Places Character Areas The masterplan area can be divided into six different character areas, excluding existing residential neighbourhoods. Those are: The canal - where the masterplan aims to better connect the rest of Maryhill to this area River Kelvin - the lowest point of the entire Masterplan consisting of natural green space

>

< River Kelvin >

>>

<< River River Kelvin Kelvin >>

Maryhill locks with nearby residential blocks - repopulation of these area is done. After tower blocks were knocked down this area has been left empty with only two blocks of newly constructed residential blocks. Due to itâ&#x20AC;&#x2122;s close proximity to the Kelvin River and Maryhill Locks this area has a high potential as it has valuable vistas towards both.

New residential quarter replacing current industrial zone - residential blocks are replacing the buildings of the industrial zone where it used to be a physical barrier towards the canal. With the changes done, the canal is now more accessible and visible from Maryhill Road.

High Street - this zone encompasses of Maryhill Road and central nodes where it is the busiest area of the Masterplan as most activities takes place here.

Wyndford estate - will be consisting of the regeneration project from Matt Bridgestock and aims to better connect the estate to Maryhill Road, as well as improve permeability of the whole area. `

< New Residennal> <canal> << New Residennal> New Residennal> <canal> <canal>

Fig. 80 Diagram demarcating the different character areas of Maryhill

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Masterplan

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Masterplan Phasing

Fig. 81 Action plans to be taken to realise the vision of the Masterplan

Fig. 1 Action Plans of the Masterplan

Fig. 83 Implementation of the masterplan in 2020

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Fig. 84 Implementation of the masterplan in 2025

Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine

Delivery of the masterplan is divided into three phases, based on the strategic plan. Phase one focuses on providing infrastructure, such as bike lanes, foot paths and new road connections, increasing access to public green areas, creating public facilities and establishing central square. those actions are aimed to improve living for local residents and provide initiative for local businesses growth, which would increase general interest in the area. Second phase continues delivery of more public facilities and completion of road network. First residential blocks are to be built up along major roads and around the square, to complete the process of establishing Maryhillâ&#x20AC;&#x2122;s centre. At this stage the plan for remodelling Wyndford Estate should also be achieved. Phase three finishes the whole reincarnation process by filling up remaining residential blocks along secondary roads, allowing more residents to settle, which will in turn support newly developed districtâ&#x20AC;&#x2122;s centre and high street.

Fig. 82 Masterplan phasing timeline

Fig. 85 Implementation of the masterplan 2030

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Fig. 86 Existing Plan and Boundary of Masterplan Area

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Detailed Masterplan Legend

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CO MM E

RC IA

L

Sta

ff /

Bu sP

M O C

ark ing

M ER L CIA MA ST RYH AD IL IUM L F OO TB AL L

Carp for St ark adiu m

HEALTHCARE CENTRE

WYNDFO RD

Fig. 87 Existing Topography of Maryhill andv materials

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COMMUN ITY HAL

L

Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine

Materials and Texture Pedestrian Zones SoftScape , Grass

ING AT Y BO CILIT FA

Street Pavements , Concrete tiles

TS OR SP

Square , Concrete pavers

R NT CE E

Vehicular (light traffic)

Internal Circulation ,Brick Pavers

Parking , Hollow Concrete pavers

Vehicular (Heavy traffic)

Main Circulation , Asphalt paved

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Maryhill Central Square Plan 1 :500

Fig. 88 Detail Plan of the Central Square opposite the Burgh Hall

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Maryhill needs a strong established centre. Current square by the Burgh Halls is not offering such space. Therefore a larger open area is proposed opposite. It creates sufficient public space for supporting social and economical aspects of the centre of district, as well as providing spill-out zone from the stadium, which main entrance will face the square. It is lined with high density residential buildings with active ground floor. Due to being located on a slope, a terraced layout of ramps was necessary for ensuring every level is fully accessible.

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Canal Connection Plan 1 :500

Fig. 89 Detail Plan of the Canal Connection located along Maryhill Road

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Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine This plot is adjacent to the canal and Maryhill road and does not have a defined use. As part of the vision of making Maryhill Road into an important street, this plot of land left vacant would effect the character of the space. Due to its location it is the most ideal connection in order to draw people towards the canal . The steep slope is tamed where it will be more accessible by ramps and stairs. The mixed use building fronting this plot allows more activities to be engaged within this space.

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Boating facility Plan 1 :500

Fig. 90 Detail Plan of the Boating facility located at the end of Lochburn street

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Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine The site lies next to the canal junction, which used to have a platform for canal boats to tie on to for stopping. That feature is put back on the canal map and an abandoned warehouse building is turned into boating club house with amenities such as cafe and restaurant, full sanitary amenities and spare parts warehouse for boaters, as well as a small souvenir shop and information desk for the public. This will on one hand connect the canal to the neighbourhood and invite travellers to stop in maryhill for a day or night, and on the other hand connect the neighbourhood to the canal, with easy access, visual beacon and a place to stop for a while.

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Residential Pocket Square Plan 1 :500

Fig. 91 Detail Plan of the Residential pocket square located at Canal Front Road

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Re-establishing Maryhillâ&#x20AC;&#x2122;s Spine This pocket residential square allows a break from repetitive character of the residential areas, providing the residents nearby a space for activities and encounters. This pocket square acts as a pre-requisite as users arrive to this space first when approach the canal from Maryhill Road via Canal Front Road

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List of Figures All Figures and pictures are produced by author unless stated otherwise : Fig 1. Location of Maryhil Source : Analysis Booklet : 1 and Digimaps Fig 2. temporal map of 1858 showing emergence of settlements along Maryhill Road Fig 3. temporal map of 1896 when railways were build , influencing rapid increase in settlements Fig. 4 temporal map of 1933 when settlements gravitated towards the south due to the move of the burgh halls to where it is located at now Fig. 5 temporal map of 1975 when Maryhill Barracks has been replaced by tower blocks.

Fig. 6 temporal map of the current Maryhill Source: Analysis Booklet: 2 Fig. 7 Diagram showing percentage of population in close proximity to derelict sites Fig. 8 temporal map of 1933 when settlements gravitated towards the south due to the move of the burgh halls to where it is located at now fig. 22 Location of Healtcare services in Maryhill fig. 23 Location of other public and leisure amenities fig. 24 Location of green facilities in Maryhill fig. 25 Diverse amenities of Maryhill Source : Analysis Booklet : 3 Fig. 9 Existing Character areas of Maryhill

Source : Analysis Booklet4

Fig. 10 Local Betweeness diagram Fig. 11 Local Closeness diagram Fig. 12 Local Straightness diagram Fig. 13 Local Straightness diagram fig. 18 Global Closeness analysis of greater Glasgow (location of Maryhill shown in the circle) fig. 19 Local Closeness analysis of greater Glasgow (location of Maryhill shown in the circle) fig. 20 Global Betweeness analysis on the study area fig. 21 Local Betweeness analysis on the study area Source : Analysis Booklet 5 fig. 30 Vision themes Source : Strategy Booklet : Re-establishing Maryhill’s Spine fig. 31 Vision Statement Source : Strategy Booklet : Re-establishing Maryhill’s Spine Fig. 31 Maryhill Vision : Re-establishing Maryhill’s Spine fig 32. Isometric Map Fig.33 Maryhill Vision : Re-establishing Maryhill’s Spine Source : Strategy Booklet : Re-establishing Maryhill’s Spine

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Reference Analysis Booklet 1: Drawing the Existing City Analysis Booklet 2: History and Stories Analysis Booklet 3: Planning Framework Analysis Booklet 4: Experiencing and Comparing Places Analysis Booklet 5: Network Analysis of Streets Belli, E. et al (2011). Street Centrality and the Location of Economic Activities in Barcelona.

Cruci, P., Latora, V. and Porta, S. (2008). A network analysis of paths and open spaces.

En.wikipedia.org. (2019). Maryhill Central railway station. [online] Available at: https://en.wikipedia.org/wiki/ Maryhill_Central_railway_station [Accessed 10 Nov. 2019].

En.wikipedia.org. (2019). Maryhill Park. [online] Available at: https://en.wikipedia.org/wiki/Maryhill_Park [Accessed 10 Nov. 2019].

Glasgow and the Clyde Valley Strategic Development Planning Authority. (2017). Clydeplan - Strategic Development Plan. Glasgow: Glasgow and the Clyde. Valley Strategic Development Planning Authority Iacoviello, V. et al (2009). Street centrality and densities of retail and services in Bologna, Italy.

Maryhill Park. (2019). Maryhill Park. [online] Available at: http://www.maryhillpark.org/ [Accessed 10 Nov. 2019].

Mitchell I.R. (2019). Unlocking Maryhill - A history of its places and people by I.R. Mitchell - Glasgow West End. [online] Glasgow West End. Available at: https://www.glasgowwestend.co.uk/unlocking-maryhill/ [Accessed 8 Oct. 2019].

Smart, A. (2002). Villages of Glasgow. Edinburgh: John Donald. v Iacoviello, V. et al (2009). Street centrality and densities of retail and services in Bologna, Italy.

Latora, V., Porta, S. and Strano, E. (2010). Networks in Urban Design. Six Years of Research in Multiple Centrality Assessment Glasgow Centre for Population Health (2017). Understanding Glasgow. The Glasgow Indicator Project. Available at: https://www.understandingglasgow.com/indicators/environment/energy_consumption (Accessed: 8.03.2020) Glasgow City Council (2010). Energy and Carbon Masterplan. Sustainable Glasgow. Available at: https://www. glasgow.gov.uk/CHttpHandler.ashx?id=32441&p=0 (Accessed: 1.03.2020) Huber, J. et al (2010). Low Impact Development: a design manual for urban areas. University of Arkansas Community Design Center: Fayetteville. nidirect. 2020. Bus Lanes And Bus-Only Streets | Nidirect. [online] Available at: <https://www.nidirect.gov.uk/ articles/bus-lanes-and-bus-only-streets> [Accessed 1 May 2020].

Statistics.gov.scot (2019). Maryhill. Available at: https://statistics.gov.scot/atlas/resource?uri=http%3A%2F%2Fstatistics.gov.scot%2Fid%2Fstatistical-geography%2FS13002981 (Accessed 1.10.2019) The Newsroom (2018). Scotland’s biggest tunnel opens to carry sewage for three miles under Glasgow. Available at: https://www.scotsman.com/news/environment/scotlands-biggest-tunnel-opens-carry-sewage-three-miles-under-glasgow-270777 (Accessed: 1.03.2020) Scottish Water (2020). Water Efficiency FAQs. Available at: https://www.scottishwater.co.uk/en/Help-and-Resources/FAQs/Water-FAQs/Water-Efficiency-FAQs (Accessed: 1.03.2020) Crossan, J. et al (2015). Glasgow’s Community Gardens: Sustainable Communities of Care. Available at: https:// www.gla.ac.uk/media/Media_622132_smxx.pdf (Accessed: 08.03.2020)

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