MSA Stage 5: City Analysis Book by The Glasgow School of Art

GLASGOW

Mackintosh School of Architecture Stage 5

CONTENTS Introduction

City wide analysis

Land Use Boundaries Morphology Mobility Paths

5 29 47 69 91

Nodes of intersection

111

Conclusion

147

15 Studies Comparison

113 145

GLASGOW

CONCLUSION

INTRODUCTION

This body of research aims to make a broad investigation of the city of Glasgow. To do this, we have made focused studies at the intersections of ROAD, RIVER and RAIL; as such, our primary areas of interest have been the M8 motorway, the river Clyde and Glasgow’s subway, “the clockwork orange”. However, these cannot be investigated in isolation, and thus, elements such as Glasgow’s other large thoroughfares and minor roads, the subsidiary rivers and canals, and the many other urban rail links have been included in the research. We began our analysis by conducting city-wide research on 5 themes: LAND USE, BOUNDARIES, MORPHOLOGY, MOBILITY and PATHS. Together these each provided an overview of the city; alongside this, we put each theme into its historical context and identified relevant nodes of intersection between ROAD, RIVER and RAIL. Said nodes have been analysed in detail, and a series of standardised drawings have been created for each, allowing them to be compared and analysed comparatively.

CITY WIDE ANALYSIS

Farme Castle (site of)

Land Use

Having been planned as a city from its inception, one might expect Glasgow’s land use to be rigorous, formal, or, at the very least, structured. Whilst that is true for some regions of the city, one need only look at the city centre grid as an example; successive generational and demographic shifts have eroded that order elsewhere in the city. What follows are a series of investigations into various extant and potential land-use conditions in Glasgow. Some offer explanations as to the how and why of the city’s current land-use patterns; others suggest how those patterns may continue to change over the coming years. When viewed holistically, each of the studies makes clear that Glasgow lacks a clear strategic definition for land use throughout the city. Modes of land use that one might expect to run counter to one-another sit abreast of or completely encircle each other, begging the question; how does this confused system contribute to Glasgow’s function?

Group members Sebastian Achinioti Jã– Nsson Youngeun Cho Kryslynn D’Sa Ciara Farmer Stavroula Kalapotharakou Gracjan Labowicz Perla Llosa Hernandez Kyle MacConnell Cameron Mcallister Lotta Pulkkinen

Key

Industrial Office Commercial Transport Derelict Residential Vacant Cultural Care Education Sport

Mapping Glasgow’s social housing

The overleaf map shows the relative per-capita distribution of social and affordable housing in Glasgow. Highlighted in pink are the M8, primary thoroughfares, and rail networks. The map shows a noticeable correlation between heavy transit infrastructure in a given district and the likelihood that land in that district is used for social housing (red/orange). Similarly, there is an increased statistical likelihood that land bordering heavy infrastructure is not used for high cost or otherwise privately owned property (blue). Instead, districts that border water bodies (the Clyde, Kelvin, Canals, White Cart) are more likely to be used for such housing. The result is a series of social or private housing ‘islands’ scattered across the city (right) There are many possible explanations for this phenomenon; however, observing proposed future developments in Glasgow presents a particularly telling picture of the policy decisions that lead us here.

Cameron McAllister

Mapping Glasgow’s social housing

Overleaf is a map demarcating the plots of land owned by Glasgow City Council that have been earmarked for housing development under the 2019 local development plan. What becomes apparent is the relative proportion of land designated for social or affordable housing (red). The total land area allotted to private and high-specification housing (blue) is far beyond what has been earmarked for combined social and mixed developments (orange). Typically the land designated for social housing comprises small non-contiguous plots bordering or surrounded by heavy infrastructure. Private developments, conversely, are largely shielded or separated from heavy infrastructure. Interestingly, the pattern of private housing occupying land adjacent to bodies of water breaks down here. Some Clydeside plots are earmarked for private development; however, most sites are post-industrial sites deemed unfit for private housing.

Cameron McAllister

Key

Existing Growing Space Usable Growing Space for future use Food Production

Feeding Glasgow Sustainably

Food and cities are intrinsically linked. As Glasgow grows, its food network (shops, restaurants, production and growing space) must also expand to accommodate the greater population. However, currently, there is a gulf between production and consumption. In Glasgow, most growing is done out-with the city creating long journeys between farm and plate and causing division between the urban realm and agriculture. This is not sustainable and adds to climate change. Globally, food systems are responsible for 1/3 of greenhouse gas emissions. Providing more locally grown food, which has shorter supply chains, is imperative for the future of the city. Glasgow already has a small number of local growing spaces; however, there is potential for a larger city-wide food growing network, which could help decrease the city’s environmental footprint. Highlighted overleaf are existing local growing spaces, public or private allotments and community gardens. It shows potential growing patches in the city, which are not currently operating but have been deemed suitable by the council for future use. It also highlights the fact there are very few food production buildings within the city, which must change for this system to function. If these spaces were utilised, this could create a sustainable local food network that could benefit the city environmentally, culturally, and in relation to health, especially in the Southside and the North East, which are the most deprived areas, currently, with the least existing growing plots. Ciara Farmer

Layout example

M8 and Lost Spaces

Mobility and communication have increasingly influenced land use, consequently losing lots of its cultural meaning and human purpose. In the 1960s, the M8, an inner ring road, was built to enable a car-friendly future of Glasgow. But, lots of buildings were demolished, separated, encompassed by vast open areas without social purpose due to its construction. Communities in areas around Townhead, Cowcaddens, St George’s Cross and Anderston were cast to the fringes of the city. The map overleaf shows significant gaps that disrupt the overall continuity of the city form in Glasgow. Pedestrian links between important destinations are often broken, and walking is frequently a disjointed, disorienting experience. This leads the space to become a dead and lost space in the city. Mobility, motion, and the automobile became tools for isolation. This can be found in the Insurance Plan of Glasgow published in the mid 20th Century. Until the middle of the 20th Century, buildings on the map were increasing, filling empty spaces, but existing buildings were demolished as motorways were built and parking spaces were created due to increased car use. The cultural and architectural flow that connected the entire city was cut off and abandoned spaces with unknown uses gradually increased.

Insurance Plan of Glasgow; Land Use in the Past

St. George’s Cross

Bridge Street

The lost space around the main point where the highway passes.

St. George’s Cross

Below the Kingston Bridge

Anderston

Youngeun Cho

Kingston Bridge, Anderston

Green grounds to play

People of all ages should have access to urban spaces that support learning and growth and provide play opportunities throughout the public realm. Having access to nature is not a given for many living in urban areas, which could play a signiﬁcant role in ﬁghting against systems of inequality. Left: Conceptual diagram re-imagining high-rise neighbourhood in Glasgow Right: Conceptual diagram re-imagining a high-rise building

Lotta Pulkkinen

Key

Commercial Land Uses

Land Use

The commercial areas show a relationship with the subway stations in terms of strong retail agglomeration points around the most transited subway stations (St. Enoch and Buchanan) and within the West end (Kelvin Bridge and Kelvin Hall). In the areas where retail activity is prominent, deprivation levels are lower. Other commercial activities are grouped on the South Bank of the Clyde River. Many of these are commercial, derelict sites, which are associated with the city’s most deprived areas.

Key

Derelict Land Vacant Land

Key

20% Most Deprived Areas Perla Llosa, Stavroula Loukia Kalapotharakou

Retail Commercial Residential/Office with Retail on Ground Floor

Key

Un-Official Use

1. Urban exploring 2. Arches DIY 3. Water retention 4. BMX/Skating Aqueduct 5. Former illegal parking 6. Kingston DIY

Pandemic ‘bars’ Former rave-location

Farme Castle (site of)

Un-official Use of Space

When intervening and building on ‘vacant’ plots of land, architects and urban designers tend to think of them as empty and uninhabited due to their use not being officially recognised or defined by the city. This study showcases some examples of ‘un-official land use in Glasgow.

Sebastian Achinioti Jã–Nsson

Farme Castle (site of)

private green green space tree wilding land sport derelict land

primary roads secondary roads tertiary roads rail subway water cylde

Wilding land in Glasgow

Green space is the most precious space in Glasgow, of which there is plenty of wilding land and derelict land. The map shows the derelict land damaged by development, which is incapable of development for beneficial use without rehabilitation. On the other hand, Wilding land means unused for purposes and already grown weeds and plants that have the potential to recreate and regenerate. Meanwhile, there are large derelict lands along the river and the south and north sides of Glasgow. Railway and highway created a clear distinction between the city centre and other leftover places between the infrastructure.

Sharon Tyy

Ship building

GOVAN SHIPBUILDING

DRY DOCKS

ELECTRICITY WORKS

ENGINEERING WORKS

GAS WORKS

IRON WORKS

Farme Castle (site of)

Vacant or derelict ex-industrial sites

I was interested in mapping derelict or vacant sites in Glasgow that were at some point used for industrial purposes. To see whether Glasgow’s shipbuilding history is the reason for its disconnect with its riverfront. The findings showed fewer sites were on or near the Clyde than anticipated, only amounting to roughly 20 %.

Kyle Mac Connell, Sabastian Jã–Nsson

Farme Castle (site of)

Public authority Private company Private developer Housing association View marker

Farme Castle (site of)

Tenure of Clyde banks

My city investigation about the tenure of the river Clyde’s banks was provoked by an article published in Sunday Herald on 12 Nov 2017 titled “Who really owns the River Clyde? “ This investigation oscillates around ownership of the river banks both on the north and south sides of the river. During a walk along the river Clyde, I captured my observations and tried to establish a sense of space and its character in relation to ownership and use and produced a series of corresponding illustrations of the type of land tenure. Private companies and property developers own the vast majority of land adjacent to the river banks. The residential and commercial developments along the banks of Clyde benefit from close proximity to water and views across the river. Land use in those areas is designed to suggest that the bank of the river is a transitional space to navigate through. The space is falsely used for advertising exclusivity and a sense of ownership of the river edge as part of the package that comes with purchasing an apartment. Lack of infrastructure to support public engagement and interaction with the river is a missed opportunity for community development. Gracjan Labowicz

History of land use

The history of land use in Glasgow is dominated by the expansion of shipbuilding and heavy industries along the Clyde. Due to the rapid industrialisation and development of railways in the 19th century, the early 20th-Century city was deemed to be the ‘second city of the Empire’ and boasted a population density twice that of London’s in the 1930s. However, the impact of industrialisation scarred the city, which, after its rapid growth, stagnated after World War II. With poor urban conditions and disconnected urban tissue being prevalent in the 1950s and 60s and the struggles facing the shipbuilding industry, Glasgow undertook a series of steps to reinvent itself and its residential areas.

1800s

1792

1888-91

Plan for Second New Town aka Blythswood

Public facilities in the West End open to Public - Kelvingrove Museum and Art Gallery; International Exhibition; Botanic Gardens

1688

Dredging of the River Clyde

Plans such as The Bruce Report, 60s Comprehensive Redevelopment Plan or Clyde Valley Regional Plan quickly introduced new ideas towards public transport and living conditions. The introduction of the M8 Ring Road, the destruction of 40% of Victorian tenements, and the focus on chosen new suburbs heavily influenced the urban tissue for decades. Glasgow pre-1970s had the lowest number of cars per capita in the entirety of Europe, yet the developments of the 1970s heavily tied the city to the automobile until today.

City develops into new areas

1780

1867

1892

Construction of Forth and Clyde Canal ends

City undertakes ‘Glasgow City Improvement Trust’ aimed to improve living conditions

Construction of Prince’s Dock begins

Industry starts to agglomerate near Clyde’s riverbanks

Key

Industrial areas Magdalena Wloczka, Dorica Santos

1890s

1910s

1960s

1910s

1968

1980s

Glasgow begins to reach its peak industrial production Shipbuilding industry dominates urban conditions near riverbanks

Comprehensive Development Plan. Development of suburban areas. 40% of Victorian city is demolished

Recession. Population falls to 570 thousands

1898

1930s-40s

Glasgow’s Subway opens

Glasgow population peaks at 1.1 million Density is 2x higher than that of London

1945

1970-72

The Bruce Report is published; regeneration and rehousing of population; M8 Plans developed

Establishment of Scotland’s Housing Association

1930s

Completion of the M8

2000s

City undertakes redevelopment programmes

2000s

Farme Castle (site of)

Boundaries

‘Edges are the linear elements not considered as paths: they are usually, but not quite always, the boundaries between two kinds of areas. They act as lateral references. Those edges seem strongest which are not only visually prominent, but also continuous in form and impenetrable to cross movement [...] While continuity and visibility are crucial, strong edges are not necessarily impenetrable. Many edges are uniting seams, rather than isolating barriers, and it is interesting to see the differences in effect [...] Edges are often paths as well [...] Edges may also, like paths, have directional qualities’ – Kevin Lynch, The Image of the City Glasgow is under the influence of domineering physical boundaries, which is a prominent factor in the lived experience of its citizens. Accordingly, these substantial urban features were a significant focus of our analysis. However, these boundaries do not impact each citizen equally. Personal characteristics and circumstances are directly related to the influence of such boundaries on an individual. Our analysis of the less tangible divides in Glasgow demonstrates that the experience of urban boundaries is subjective.

Group members Douglas Baldwin Gaelen Britton Erica Brunno Angeliki Sachliki Lily Sinclair Sam Smith Helena Wagg Calum Weir William White-Howe Sin-Ting Wong Nikitas Zorzos

Key

Neighbourhoods

Old Firm Support

Crime Rate

Prosperity

Constituencies

Primary Roads

Layout example

Key

t Crime Rate 10%

Rate 10%

Lowest Crime Rate 10%

Lowest Crime Rate 10% Crime Rate Boundary, Highway & Railway

Crime Rate Boundary, Highway & Railway

Motorway Motorway

Motorway Railway

Railway line Boundary between high and low crime rates

Railway Boundary bwtween High& Low Crime Rate Boundary bwtween High& Low Crime Rate

Intangible Boundary

Crime, Planning and Boundary The crime rate is an indicator of the safety of an area. It is also an intangible boundary that defines a “nice area” and a “sketchy area” in people’s minds. The map overleaf shows that boundaries between high and low crime rates are highly related to city planning. Most of these boundaries extend along railways or motorways.

Highest Crime Rate 10% Lowest Crime Rate 10%

Crime Rate & Boundary

Local planning also plays an important role in the crime rate. The pictures on the right side show that a neighbourhood in Petershill with unique radial planning has a significantly lower crime rate than surrounding areas. There is still more to study about city planning and crime rate.

Sin-Ting Wong

What divides our neighbourhoods?

Neighbourhood and community boundaries can be hard to define, but what differentiates one from the next when they are clearer? Where do they start and end? What divides us?

motorway

one of the largest pieces of infrastructure in the city permanently changed neighbourhoods

green space

in some cases several neighbourhoods border the same green space where it acts as a connector as well as a boundary

river

many communities were build along the river and thus it serves as an absolute boundary between the neighbourhoods of Glasgow

railway

as the infrastructure of the train is hard to cross it is a defining boundary for many neighbourhoods

Helena Wagg

commercial activity

commercial districts separate many neighbourhoods as the function of the space shifts

Areas of multiple deprivations

Key

20% 5%

A dividing motorway

The motorway acts as a boundary between communities and districts. It takes you to places but effectively disconnects people from each other and the rest of the city. As a result, the areas closest to the main vehicular arteries present the highest levels of deprivation. City Centre East (Townhead) and Royston divided by M8 and A803.

Springburn split by the A803 Railways Erica Brunno

M8 A803

A Plague on All Our Houses

The Broomielaw area has an interesting set of boundaries, both on a physical and perceived basis. The area is dominated by the sight and sounds of the motorway and central station. More interestingly, the site also creates a perception of boundaries along its street level and its tall commercial buildings. On the surface, in contrast to what Glasgow’s commercial district would suggest, squalor and homelessness lives along with large pockets of derelict land. It is important to challenge not only the physical horizontal boundaries but also the perceived vertical boundaries that plague Glasgow today.

Sam Smith

Boundaries: Public and Private, Glasgow City Centre

Farme Castle (site of)

N 1

10m

Entertainment Theatres, Libraries, Museums, Galleries, Music Venues

Outdoor public space Parks and public grounds

Education buildings

Shopping centres

Hospitals All hospitals including A&E

Public transport Subway system, train and bus stations

Universities and colleges

(Not including high-street shops)

Public and Private Space

Glasgow has a range of public spaces, including a substantial number of parks. These have been marked on the map overleaf, colour coded according to the type of public space. The line between public and private space is not always a clear one, so for example, universities are included, but schools are not. Some buildings have combined public and private use on different floors, and these have been included where it was deemed appropriate.

Key

Entertainment -Theatres, Libraries, Museums, Galleries, Music Venues Education buildings -Universities, Colleges Hospitals -all, excluding GPs Outdoor public space -Parks, Public Grounds Shopping Centres (not including high street shops) Public Transport (including subway system, river, train and bus stations,

Lily Sinclair

1. Morrison Street/A8 - Anomaly

2. Crimea Street - Back lands

3. Brown Street - Gap

4. Waterloo Street - Hostile 02 03

Disruptive Elements

5. Cowcaddens Road - Nondescript

Boundaries of Desirability

Income

‘A boundary is not that at which something stops, but, as the Greeks recognised, the boundary is that from which something begins its presencing’ – Heidegger Levels of prosperity fluctuate dramatically within the urban area of Glasgow. Severe deprivation sits cheek by jowl with significant wealth. Some of these contrasts in affluence sit along obvious dividers in the urban fabric, such as the Clyde. More often, however, the less desirable and therefore less advantaged locales seem to be gathered around disruptive elements in the urban fabric, such as the M8. The architecture in these locales is closed in character; it is basic and functional. By contrast, the heart of the city’s grid is subject to comparable levels of urban chaos and convenience; however, it is notably more affluent. Having primarily been constructed during Glasgow’s mercantile heyday, its architecture is frequently ostentatious and engages with the city at ground-level. Most Deprived

2km

Employment

Least Deprived

2km

Gaelen Britton

City Wide Analysis - Boundaries

Catholic Clans Pre 16th Century

An Gorta Mor 1845-52

Rangers Founded 1872 Labour Struggle 1850-70

Reformation 15th - 16th Century

First Game 1888 Celtic Founded 1887

Cup Final Riots 1980 Sectarianism 1960

‘Nil By Mouth’ 1999

History of Conflict Catholic Clans

Reformation

An Gorta Mor

Labour Hardship

Rangers Founded

Celtic Founded

First Game

Sectarianism

Cup Final Riots

‘Nil By Mouth’

16th Century

15th Century

1845-52

1850-70

1872

1887

1888

1960

1980

1999

The prominent religion pre 15th century in Scotland was Catholicism.

Influential John Knox & Martin Luther’s protestant teaching spread. English invasions brought bibles and protestant literature to the Scottish lowlands.

Roughly 200,000 Irish citizens e m i g ra t e d to Scotland during ‘The Great Hunger’. R e n e w i n g Glasgow’s population of Catholicism.

Some shipyards hired the catholic arrivals for cheap labour, some became protestant loyalist. Dividing a struggling working class.

Made up of many protestant players as well as tied to many protestant loyalist shipbuilding companies, the teams religious connection was brought forward as a response to Celtics strong connection to Catholicism

To raise moral and money in the struggling Irish and catholic communities. The football club was set up to help feed the hungry in Glasgow’s East end.

First game played between Celtic and Rangers with 2000 spectators.

R a n g e r s announced protestant only players policy.

A springboards of conflict and violence between the football clubs.

The murder of Mark Scott (1995) sparked a movement ‘Nil By Mouth’ formed to educate Celtic and Rangers supporters on sectarianism.

Firm Old Boundaries

The ‘Old Firm’ is a collective name for the rivalry between Celtic and Rangers football clubs. To supporters within the city, this can create real and physical boundaries between neighbourhoods. Since their debut, the teams have dominated the Scottish football league, and with only 6 km between their stadiums, there is little surprise that a rivalry exists. The violent history between the clubs links to their associated religious differences and reveals why such a strong divide still exists in the city. Areas shown on the map often make their allegiances known, and pubs may refuse entry to those wearing the wrong colour.

Key

Celtic park Stadium Ibrox Stadium Farme Castle (site of)

Celtic areas Rangers areas Nuetral areas Celtic Pubs Rangers Pubs

Douglas Baldwin

City Wide Analysis - Boundaries

History of boundaries

This section aims to briefly overview the history of boundaries within Glasgow, particularly focusing on the physical and tangible barriers exemplified by the river, road and railway. By having an overview and an understanding of these boundaries, we can begin to examine the effects on individuals moving through the city on a day-to-day basis. Boundaries in their visual, physical, social and symbolic form can create a dialogue between past intervention and present-day activities. The remnants of these ‘scar’ like boundaries tell Glasgow’s industrial history.

Euan Anderson, Megan Devlin

1680s

1840s

1896

First Quay opened on Clyde

River development

Glasgow Subway opens

1830s

1870s

1880s

Local railway lines open across Glasgow

Railway network is established

200 quays and jetties built on Clyde by this point

1960s

1972

Late 1970s

Clyde Tunnel constructed

M8 Inner Ring Road ‘ complete after construction of Kingston Bridge

New railway lines begin to open again

1910s

1963

1970s

1977-80s

20% of World’s ships built in Glasgow

Glasgow Inner Ring Road plan begun

Beeching Railway cuts forces closure of several stations and railways across Glasgow.

Glasgow Subway refurbishment

Morphology

This chapter focuses on the many natural and anthropological aspects that have influenced Glasgow’s morphology. We have looked at the different natural constraints that have influenced the city’s urban planning and materiality throughout its history, such as topography, available natural resources, and water bodies. Furthermore, the chapter focuses on the different humancreated impacts on the morphology of Glasgow – the once-mighty shipbuilding industry and port, the vast former and current railway system, the expansive motorway network, the many different means of crossing the River Clyde, the historically influential places of worship and other important landmarks. The morphology is a complex interplay between these and many other geological, industrial, political and cultural influences. The findings allow for connections to be drawn between such influences.

Group members Huyen Anh Do Thomas Ashurst Philip Elverson Angus Grant Sofi Håkansson Karlis Kukainis Eryn McQuillan Arsia Mesbah Alexandros Tzamperi Elias Wahlström Inness Yeoman

Key

Topography Railway Roads Water bodies

City Wide Analysis - Morphology

Railway’s influence on the morphology of the General Arrangement (GA) of the urban grain: Placement of buildings, landscaping, land boundaries, district layout, adaptation into motorways

Railway’s influence on the morphology of the Shape of Buildings: Outline, height and layout, railway infrastructure buildings (stations, depos, service buildings)

Remains of the Former Railway Infrastructure: railway bridges and pillars, embankments, tunnel entrances and exits, former stations, retaining walls

Absence of Railway’s Morphological Influence despite historical exposure to it: New built housing developments, retail, leisure and industrial parks.

Former Railway lines Abandoned Railway tunnels

Current Railway lines Working Railway tunnels

N 1

5km

Railway’s Morphological Impact

Railways were first introduced in Glasgow to deliver coal to many industries. It kept expanding with the growth of industrialisation by adding passenger and freight lines. Realising the importance of the railway, many companies kept constructing, even duplicating existing lines. Consequently, the city itself was expanding, and in many cases, the new residential, industrial, and other estates had to adapt to the already existing railway networks with their embankments, soil and rock cuttings, tunnels and bridges. However, during the 1960s, the so-called Beeching Cuts across the UK saw the closure of 2636 stations and 5000 miles of railway, including Glasgow’s St. Enoch and Buchanan Street. Nevertheless, many remnants of the infrastructure are visible in the urban grain of the city either as physical structures reminding us of the past or as an influence to the current street networks, arrangement of buildings and the shape of buildings themselves.

General Arrangement of a new residential district influenced by the former railway tracks in Germiston.

Shape of the surrounding buildings impacted by the former opening for railway tunnel servicing in Yorkhill.

Remains of the railway bridges over River Kelvin between Kelvindale and Maryhill.

New housing and retail developments built on top of the former railway line without any evidence of its existence in Summerston.

Karlis Kukainis

City Wide Analysis - Morphology

Morphological impact of Glasgow’s topography

An investigation on whether the topography of drumlins impacted the morphology of the primary, secondary and tertiary roads and, the former and current railway lines. It seems that former railways avoided the drumlins and were mainly built between them. A higher density of former railway lines is noticeable in the Southside, where the topography is flatter. Despite modern technology making tunnelling easier, more recent railway lines have also been designed to avoid the high land. The second map indicates how the morphology of the primary roads (M8, etc.) has been affected by the topography of drumlins with the motorway designed to avoid hills. Key

The third map shows that tertiary roads did not take drumlins into significant consideration. An outstanding example is the city-centre grid, where its design seems to have skipped the element of topography.

Drumlins contours Main roads Minor roads Existing railways Disused railways

Alexandros Tzamperi

City Wide Analysis - Morphology

03 04 02

Farme Castle (site of)

Morphological Impact of the M8 motorway

Demolition of historic fabric resulting in broken connections. Although Glasgow’s physical geography and street layouts directly impacted the path of the M8 motorway through the city, the resulting loss of historic fabric and broken community connections have had a profound and lasting effect on large portions of the City fabric.

Social centres disrupted The four diagrams on the right show a more in-depth look at nodes at which drastic urban change has occurred due to the M8 construction. Key

Building fabric lost as a result of M8 construction Water features lost as a result of M8 construction Green social spaces lost to M8 construction Areas of significant urban pattern change

Broken pedestrian connections

1. Laurieston/ Tradeston (loss of river connectivity and dense urban fabric) 2. Anderston and Charing Cross (prominent North Street buried beneath motorway) 3. Phoenix Road (loss of parkland and community) 4. Royston (loss of canal basins and urban fabric)

Philip Elverson

City Wide Analysis - Morphology

1857

1895 - 1905

1910 - 1925

1930 - 1937

Locating the Quarries of Glasgow in today’s context

The Morphological Impact of Surrounding Resources

Glasgow geology

Limestone coal formation

Lower coal measures

Upper limestone formation

Middle coal measures

Igneous rocks

Upper coal measures

Passage formation

From the 1770s to 1830s, the supply of coal, limestone, ironstone and sandstone from mines in and around Glasgow increased drastically to meet the industry’s demand, including brewing, chemical work and ironwork. The depression after the First World War saw the disappearance of two-thirds of Glasgow’s mines. The centre of mining was towards the East of the city, and large mines in the South. The most extensive collieries included Govan, Kemmirhill, View Park, Bargeddie. Scotland’s built environment was constructed with rich and varied stone structures; a high level of regional variation in terms of material use and vernacular style creates geological diversity. The most typical primary material found in historic buildings in Glasgow is blonde and red sandstone; blonde sandstone was found in Glasgow. Quarries in and around Glasgow are no longer active; sources of sandstone needed for repair now come from North England to match the colour tone. Huyen Anh Do

City Wide Analysis - Morphology

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Shapes of the Clyde

Glasgow’s collection of crossings over, under and on the Clyde are as numerous as they are diverse, ranging from the scale of the M8 to the delicacy of the millennium bridge. These drawings show a section through each bridge, following the river west to east.

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Key

1. 2. 3. 4. ""# 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. "%# 19. 20. 21.

Millennium Bridge Bells Bridge Clyde Arc Kingston Bridge Tradeston Bridge George V Bridge 2nd Caledonia Rail Bridge 1st Caledonia Rail Bridge (1878-1976) Glasgow Bridge South Portland Street Suspension Bridge Victoria Bridge City Union Rail Bridge Albert Bridge Tidal Weir St Andrews Suspension Bridge King’s Bridge Polmadie Bridge Rutherglen Bridge The Clyde Smart-bridge 1st Dalmarnock Rail Bridge (1861-1897) 2nd Dalmarnock Rail Bridge

Angus Grant

City Wide Analysis - Morphology

Glasgow is Flooding

Coastal flooding- The Clyde is tidal before the weir by Glasgow Green. Predicted tide rise indicates that coastal flooding will become more likely in the future. This would severely impact the road infrastructure and built fabric along the banks of the Clyde. River flooding- The Clyde is classified as a river from the tidal weir onwards. To the east of and south of the city, river flooding becomes more problematic and is more likely to impact lower-income households. In contrast, built fabric in the west end by the River Kelvin is generally located high up, so at low risk of flooding. Surface water flooding- The areas where surface water flooding is concentrated lies predominantly at the foot of built-up areas at the base of Glasgow’s Drumlins. Surface water flooding along the flat land by the banks of the Clyde is due to poor drainage capacity.

Key

Flood risk zones Tidal Weir

Eryn McQuillan

City Wide Analysis - Morphology

Forth and Clyde Canal 1914

Key

Forth and Clyde Canal Morphological impact Recreational land opened up by the Smart Canal Land for development opened up by the Smart Canal

Forth and Clyde Canal 2021

The Forth and Clyde Canal: Now and Then

The Forth and Clyde canal opened in 1790, allowing sea vessels to pass from the West of Scotland through Glasgow and on to Edinburgh. Its construction created new opportunities for industry and trade. By the close of this prosperous era for Glasgow, the canal had accumulated a collection of industrial infrastructure along its banks. As the city fell into decline, much of this industrial infrastructure was demolished, and the landscape of the surrounding areas now features low-density residential housing adjacent to brownfield sites with industrial sheds and some zones of high rise residential units.

Maryhill

Then

Now

Port Dundas

Then

Now

Spiers Wharf

Then

Now

The canal closed in 1968 and was only reopened in 2001. It has recently been incorporated into Glasgow’s Smart Canal scheme, which uses 21st-Century technology to mitigate flood risk, hence opening up the opportunity to develop remaining derelict land to the North. Eryn McQuillan

City Wide Analysis - Morphology

1850s

1960s

Govan N 2021

Morphological Impact of Industry on the River Clyde and Govan The river Clyde was quickly developed and changed during the industrial revolution. Shipbuilding in Govan paved the way for large urban areas to be developed to accommodate shipbuilding facilities and towns for their workers. This involved the widening of the river in places and the introduction of docks, slips and jetties, changing the shape of the Clyde.

1850s

In the past Govan was primarily used as farm land with a single estate where the dock now resides. Land was built up with Industrial buildings which supported the work and were plentiful, however, as the shipbuilding industry fell into decline these sites began to be demolished leaving large brownfield sites, all of which are still awaiting development. Building density in Govan has declined as these sites were cleared resulting in less dense urban areas.

1960s

Key

Industrial Buildings Water Farmland Green spaces / Parks Non Industrial Buildings

Thomas Ashurst

2021 Govan Morphology

City Wide Analysis - Morphology

Key

Current cultural landmarks Farme Castle (site of)

Historical remains Demolished landmarks Places of Worship Marks in the land

Marks in the land

Landmarks Today’s cityscape appears to be the product of the historical development in Glasgow around its natural or constructed landscape, technological advancements (industries), capitalism and places of importance, i.e. landmarks. Places of worship, culture, trade and natural wonders, and different institutions are all significant to Glasgow’s identity. Yet the idea of Glasgow cannot only be based on historical remnants. Instead, it should be considered in tandem with current landmarks such as art in the city, in the form of murals and other places of importance in today’s cultural context such as arenas and event venues.

Worship

Housing

Farming

Education

Trade Industries

Transport

Key

Areas of expansion Historical remains Demolished public services 1547 Built environment Pre-industrial map of the old city centre with landmarks constructing social and spatial hierarchies between 1547-1642 laying out the structure of the city

Sofi Håkansson

City Wide Analysis - Morphology

1642 Built environment

History of morphology

The first railways in the west of Scotland were intended primarily to bring coal to Glasgow for consumption. Routes increased as the city grew, and new industries appeared, creating a need for passenger and freight lines. Glasgow’s built environment quickly developed with the introduction of railway lines into its centre. This rapid growth of industries created a need for both passenger and freight lines. By the 1960s, rapid de-industrialisation and Beeching cuts to the railway network were applied to increase the efficiency of the newly nationalised railway system in Great Britain. These cuts identified 2,636 stations, and in Glasgow, this meant the closure of many stations, including St Enoch & Buchanan Street. This rapid industrialisation and subsequent de-industrialisation left many railway infrastructures, like tunnels, embankments, and bridges, behind, which ultimately affected the city’s morphology.

Katy McGregor, Jenni Smith

1831

1870

1872

1896

Garnkirk & Glasgow Railway is opened, primarily to carry coal from the Monklands coalfields

Glasgow University moves to Gilmore Hill

North Clyde Developments

Glasgow Subway system opens

1858

1879

1894

Glasgow, Dunbarton & Helensburgh Railway was opened

Glasgow Central Station Opened, above was taken during construction

Botanic Gardens Station opens

1910s

Industrial areas

1900

Glasgow’s industrial production begins to peak

1948

1963

Railways are nationalised

Beeching Cuts

1972

M8 Inner Ring Road ‘ complete after construction of Kingston Bridge

1985

2020

Transport Act

Stonehaven Derailment

1899

1939

1962

1964

1983

2020-21

City Union Bridge Opens, a Main Route out of St Enoch Station

Botanic Gardens permanently closed to passengers

Last tram in Glasgow stops operating

Botanic Gardens Line Closed

Westburn Viaduct (Carmyle Viaduct) Closed

Reopening of Glasgow Queen Street Station following the completion of refurbishments

1905

Caledonian Bridge Redesign Completed & Opened

Mobility

Glasgow is famously the city built for a million people now with just 600,000 inhabitants. Thus mobility in and around this urban landscape is defined as much by its underused heavy infrastructure, half-filled car parks and deserted tunnels as it is by the marooned fragments of the dense urban metropolis that remain inhabited. This chapter thus studies the different ways one can move around the city of Glasgow in the 21st-Century. Where it is connected and disconnected, mainly where the infrastructure built to enable mobility has, in fact, destroyed it.

Group members

Andrew Harvey Alyesha Choudhury Carl Jonsson Imraan Smith Joseph Elbourn June Goh Karolina Pluta Rongji Zhang William Macdonald

Key

Railway line overground

Railway line tunnel

Railway terminus

Railway stop

Primary Road

Road tunnel

City Wide Analysis - Mobility

Key

>6000

4000-6000

2000-4000

<2000 pedestrians crossing in both directions in one day

Data taken from Cordon Plan, Glasgow City Council, 2018 findings

100 200 400 600 800 1000m

Short sections through footbridges/bridges (not to scale)

Walking into the centre

Comparing pedestrian crossings over the M8 and the Clyde. The map on the left shows an overview of pedestrian activity in the city centre. Interestingly, the two least used crossings to the West End are both footbridges. Although the movement is on average greater to and from the West End than across the Clyde, would a bridge similar to example 1 on the right be imaginable across the river? The qualities of the bridges - concerning scale, technology, lighting, as illustrated in the sections - provide a possible answer and ultimately speak to the urban and historical importance of the river vs the motorway.

4. 05

Key

Street level

Carl C.Z. Jonsson

1. 2. 3. 4. 5.

Footbridge

Woodside Crescent - Renfrew Street Argyle Street - Waterloo Street Exhibition Centre - SEC Squiggly Bridge Portland Street Suspension Bridge

City Wide Analysis - Mobility

Farme Castle (site of)

620 Alexandra Parade. - Queen St. Station Cycle - 10 min Drive - 11 min.

Glasgow by bike

The urban cycling design agency ‘Copenhagenize’ suggests that bike-friendly cities provide more direct secure routes on foot or by bike and meandering journeys for cars that avoid weaving through pedestrian areas. These maps show a test of this idea conducted whilst delivering as a bike courier and checked against Google maps. I have also highlighted areas where I find the routes to be uncomfortable or difficult to navigate on a bike. The centre of Glasgow is pretty bike-friendly due to the one-way system, and the newly built ‘City ways’ are helping further out to the West, North and South. The journey from 118 Calder is almost entirely on a fully segregated cycle lane. However, the cycle infrastructure needs development in the areas that are most cut off to non-drivers, such as the East or far West of the city centre.

Key

Cycle

Drivel

Uncomfortable junction

210 Wilton St. - Queen St. Station Cycle - 10 min Drive - 8

Farme Castle (site of)

199 Bath St. - Queen St. Station Cycle - 3 min Drive - 10 min.

Farme Castle (site of)

118 Calder St. - Queen St. Station Cycle - 12 min Drive - 11 min.

50 Westland Dr. - Queen St. Station Cycle - 24 min Drive - 13 min.

Farme Castle (site of)

William Macdonald

City Wide Analysis - Mobility

Farme Castle (site of)

Key

MINOR ROADS MAIN ROADS

Minor roads

Main roads

One way roads

Highway roads

ONE-WAY ROADS HIGHWAY ROADS

ROADS

Roads

Roads are arguably the most active form of transportation in Glasgow. From minor street roads to larger main roads, Glasgow provides a large amount of road access to the car. This can be evident with the space between streets and from the large motorway which cuts through areas of the city. There is also a high number of one-way roads within the city centre area. This can be seen as a way of organising traffic but can also be a problem for overall traffic congestion.

Andrew Harvey, Imraan Smith

City Wide Analysis - Mobility

Roads

The diagrams overleaf and right show four studies of different parts of the city. Each with a street section and accompanying isometric.

Clockwise from top left: Great western road Argyle street M8 Motorway Bath lane

Andrew Harvey, Imraan Smith

City Wide Analysis - Mobility

Boat as a house

Speirs Wharf, Port Dundas. 15 min walkin g rad iu s

Given the recent hike in property prices, living aboard the Scottish Canals presents a considerably affordable and flexible option compared to owning a house. The Forth and Clyde Canals offers a range of residential mooring spots for mooring for up to 12 months. The diagram overleaf and right show a typical weekday for a single freelancer working and living aboard. Morning gym session groceries - work(boat) - eat out lunch - paddle-board session - work(boat) - skating - dinner on boat. Living on a boat is a nomadic lifestyle. The boat serves its primary function as a house and secondarily as a vehicle, solely for maintenance purposes such as the monthly pumping out and gas refill, fortnightly fill with water, laundry and diesel. As such, the boat is the house, but the user’s activities tend to be spread out and spill into the areas around the mooring point. The need to travel around for daily necessities means that the user is often at the mercy of the weather, further blurring the boundaries of the boat as a house. Tze June Goh

City Wide Analysis - Mobility

Metro Rail

Outside of London, Glasgow has the largest suburban rail network in the UK, and it was once much more extensive. Despite this, the system is uniquely disjointed, unequally distributed, and running well below capacity. Like many cities, its transport network is focused on the outdated model of moving people from the outskirts into the centre and back daily. This map demonstrates these fundamental failings by mapping the existing and historic rail networks and the walking catchment area of each station. This then demonstrates the places in the city one can, and once could reach by rail, and the often circuitous routes one must take. Key

Rail lines and station Unused lines and station Station catchment area Unused station catchment area

Glasgow’s rail transport network conceived as a disjointed nuclear diagram

Joseph Elbourn

City Wide Analysis - Mobility

Vanishing Bus Cross

The Cross was a junction of roads, a traffic interchange where citizens gathered, and activity took place. But the great demolitions of the mid-to-late twentieth century weakened them, and they have faded into oblivion for a new generation, leaving only their names and corner buildings behind. St George Cross, above, overleaf and on the right: The new road network structure, centred on the M8 motorway, divides the site into separate areas. The centrality of St. George Cross is rewritten, and the image of a transit point for trams, buses and metro public transport is gradually blurred. St Andrew Cross, below, overleaf and on the right: The Cross takes the shape of a saltire. Initially blocked by a fence at the junction due to traffic disruption, the island platform was added after the tram was removed, creating a morphological overlap with the presence of the original tram and providing a bus interchange. Rongji Zhang

City Wide Analysis - Mobility

Urban grain through time

Rail and road through time A mapped study of how Glasgow’s transport network has developed from the 18th century to today reveals a series of dramatic urban revolutions and expansions superimposed onto a stubbornly persistent grain. The unifying factor in all these layers of change is a willingness to make big decisive changes. Be they the 18th Century tobacco lord, 19th Century industrialist, 20th Century planner or 21st Century developer, the people who have shaped Glasgow have rarely considered much beyond their immediate past and their myopic goals.

1778

1827

1925

1980

Joseph Elbourn

City Wide Analysis - Mobility

History of mobility

Glasgow, Scotland, has a transport system encompassing air, rail, road, and an underground rail line. Before 1962, the city was also served by trams. In addition, water transportation was also crucial in Glasgow’s history. Commuters travelling into Glasgow from the neighbouring local authorities of North and South Lanarkshire, Renfrewshire, East Renfrewshire, and East and West Dunbartonshire have a major influence on travel patterns with tens of thousands of residents commuting into the city each day. The most popular mode of transport in the city is the car, used by two-thirds of people for journeys around the city.

Biaotong Geng

1655

1718

1831

1872

The Clyde is used for transporting goods such as salmon, herring, timber, cattle, salt and grain on board small boats

First Glasgow vessel sails to America

Garnkirk & Glasgow Railway is opened, primarily to carry coal from the Monklands coalfields

First horse drawn tramway starts operating between St George’s Cross and Eglinton Toll

1678

1790

1842

The first stagecoach established in Scotland. People can travel between Glasgow and Edinburgh by coach.

The Forth and Clyde Canal opens. It connects the Firth of Forth and the Firth of Clyde at the narrowest part of the Scottish Lowlands.

Glasgow Queen Street Railway Station opens

1879

1898

1972

Glasgow Central Station opens on the north bank of the Clyde. It consists of 8 platforms.

First use of electric trams between Mitchell Street and Springburn, with a steep incline on West Nile Street

M8 Inner Ring Road ‘complete’ after construction of Kingston Bridge according to the Bruce Report of 1945

1896

1962

Glasgow Subway opens on 14th December. The first cars were cable-hauled and would remain so until electrification was introduced in 1935.

The tram system was gradually phased out between 1949 and 1962 (in favour of trolley and diesel-powered buses).

2018 -2028

Avenues Project - redesign of many city centre streets focussing on pedestrians, cyclists and green spaces. 2019

Canal and North Gateway improvements in Sighthill, Port Dundas, Cowlairs and Speirs Lock improving connection from the city centre to the canal and beyond 2018 - 2040

Paths for Everyone - £7bn, 5,000 mile proposed expansion of accessible routes to Scotland’s cycle network

Paths

Paths represent the various alleys, streets, railroads, motorways, and canals which weave their way through Glasgow. Central to the city’s urban development, they chart the changing image of Glasgow’s landscape from the swathes of industrial railroads penetrating the urban grid to the M8 motorway slicing its way through historic parts of the city. In many instances, these paths result in disconnection as often as they themselves aid connection. Their presence negatively impacts the success of paths that have come before them, often at the expense of pedestrians and cyclists. By understanding how these various paths intersect and interact with one another and appraising them, we can better understand how to improve their presence and connections within the city.

Group members

Charles Dunn Federica Di Bella Lewis Duncanson Karima Hassan Hossny Mstislav Kochkin Maria Loizou Chloe Mackinnon Donald Morrison Emily Webb Renas Osman

Key

Primary roads

Secondary roads

Tertiary roads

Bus lanes

Cycle lanes

Pedestrianised areas

City Wide Analysis - Paths

Vacant land blocks access to the river, forcing the user onto busy vehicular routes

Clydeside Expressway interrupts accessibility around the mouth of the River Kelvin

Large amounts of vacant land around Kingston Bridge Frequent road and rail river crossings result in dark, unsafe and unpleasant underpasses

Considerable industrial complexes prohibit southside access and connection to the river

Clustered public landmarks positively articulate routes and provide impetus

The Financial District creates a large amount of inactive frontages

Pedestrian & cycle routes forced alongside large roads and heavy traffic, away from river

Private Land / Restricted Access to River Vacant Land Cultural / Leisure / Public Landmarks Primary Pedestrian & Cycle Routes along the River Clyde

The Ethical River

An assessment of the boundary conditions, legibility, interface with traffic and perceived quality of pedestrian and cycle paths along the Clyde and their impact upon safety, health and accessibility. Vacant land, inactive frontages, illegible boundary conditions, and heavy vehicular and industrial infrastructure all negatively impact the success of these routes and their proximity to the river’s edge. Understanding the nature of the routes themselves and their immediate context and influence is vital in improving the quality and provision of pedestrian and cycle infrastructure throughout Glasgow in a meaningful, equitable, and long-lasting way.

Charles Dunn

Road and rail infrastructure results in frequent large underpasses as well as road crossings

Continuous, large office buildings result in prolonged inactive and repetitious frontages along the north side of the river

Vacant land surrounds the area beneath and around the Kingston Bridge on both north and south sides of the river

Cycle and Pedestrian routes are forced inland, alongside heavy traffic and away from the river’s edge, impacting both public safety and health

City Wide Analysis - Paths

Key

Type 1 and City Way - Traffic free (includes segregated and shared surfaces) Type 2 - May encounter traffic (demarcation and traffic calmed)

Cycle Routes

Glasgow city, in recent years, has become an active adopter of cycling facilities. There are currently over 500 bikes for public hire throughout the city that can be used to travel across 300km of cycle paths. Many of these paths pass through Glasgow’s beautiful, historic parks and along its scenic rivers and canals. Unfortunately, outwith these nature trails, the streets of Glasgow are littered with a myriad of non-contiguous cycle paths that drive away many would-be cyclists. Otherwise, cyclists have to share the road with motor vehicles intermittently. *Cycle path information provided by Glasgow City Council.

Donald Alan Morrison

City Wide Analysis - Paths

Railway and Subway lines 1831-Now

Railway and Subway

The first railway in the west of Scotland arrived in 1831; its primary intent was to bring coal to the city, canals and ports. After 1840, with the introduction of new lines, passengers and goods start to be part of the railway reality. The train became the most used form of transport immediately for travelling and going to work. New west and east lines start to appear to connect the suburbs to the city centre. With electrification and modernisation in 1955, the entire railway web changed, part of the train stations and the railway have been disused. The Subway saw the light in 1896, the third oldest subway in the world. Just two lines and 15 stations have been added since the 19th century.

Subway

Disused railway and stations

It is visible how the disused portion of the railway and the closing of some stations have created a transport gap in the north and north-west side of the city.

Railway and stations

Federica Di Bella

City Wide Analysis - Paths

Motorways

The first and last east-west motorway north of the M62, the M8, links Edinburgh and Glasgow. It starts at the A720 Edinburgh City Bypass, travels through Scotland’s central belt and dives right into the centre of Glasgow. Known as the boldest urban motorway in the UK, it passes through the city and out the other side, connecting with the Erskine Bridge before returning traffic to the A8 towards Greenock. The M8, consisting of many knotted and tangled junctions, includes Britain’s closest exits and more than one unusual right-hand slip road. It was designed and built following design guidance for American urban freeways; the urban M8 is nothing like other UK motorways. Glasgow is unique among the UK’s major cities in that it has no ring road of any significance and instead carries traffic right through its heart.

Key Primary Motorway Secondary Motorway Primary Intersection Secondary Intersection

Karima Hassan

City Wide Analysis - Paths

Lanes Tertiary

Vertical Roads One-Way North One-Way South Two-Way Primary Secondary

Horisontal Roads One-WayEast One-Way West Two-Way Primary

rch a

nt C

ca d

Secondary

ity

We st

100

Ri v

Blythwood Road Network

End

Blythswood Gridiron Cowcaddens

≈85m

Anderston Walk

Early 19th Century / Carriage Era ow

Typical Grid Block Sauchehall Street

ca dden s St ree t

Saughyhall Road

St Vincent Street

Buchanan Street

Argyll Street

19th - 20th Centuries / Railway Era Cowdad de

Grid Adaptation to New Road Type

n s Road

St Vincent Street

ay to r w

Sauchiehall Road

Buchanan Street

Mstislav Kochkin

Buchanan Street

The present-day Blythswood gridiron makes the city centre fairly legible. Consistent road width and spacing provide a clear sense of distance (e.g. Sauchiehall street length between Motorway and Buchanan St. is 11 blocks). The alteration of vertical and horizontal paths with opposite directions enhances the sense of navigation (E.g. Cowcaddens to Clyde or West End to Merchant City). Despite the strict structure, the design shows good adaptability to new road functions or the construction of landmarks.

Grahameston

Blythswood Hill Area emerged in the early 19th century - a period of rapid city development. Unlike the historic centre, with medieval angular and irregular streets, the Blythswood area had a “perfect” carriage era road pattern with dominating 90° junctions. The gridiron became more hierarchical with the introduction of servant access lanes and arterial streets, connecting Blythswood with other city areas during industrial and vehicle periods.

Pitt Street

Saughyhall Road

Nelson Mandela Place

Argyle Street

20th - 21st Centuries / Vehicle Era

City Wide Analysis - Paths

Grid Adaptation to Landmark

Key

Denotes blockage of walking path

102

Blockage of city centre paths

Through the years, Glasgow’s city centre has developed into a bustling and diverse destination for tourists, workers, and shoppers. Whilst cars and public transport are used to get people into the city centre, once there the best way to get around is by walking. However, due to the easy access to and through the city for cars and the buildings built for social commerce, lots of walking paths through the city have been blocked. Most notable examples are the M8 motorway and Clydeside Expressway that have carved through the central fabric of the city, whilst busy streets such as Hope Street (Scotland’s most polluted street) have created noisy barriers for walkers who are resigned to thin strips of pavement and numerous pedestrian crossings.

Lewis Duncanson

City Wide Analysis - Paths

Key Construction restricted Public pathway Restricted

104

River Clyde Path

The river Clyde, one of the longest rivers in the United Kingdom, creates its own path. From the two streams, the Daer Water and The Portal water, that meet along the way, through suburban areas and the remains of the Bothwell Castle at the headland, towards the Greenock, to meet the mountain, to merge into the Firth of Clyde. The transportation of the River Clyde cosists of Chieftain, Clyde Clipper, Cruisers and MV Rover which will take the passenger on a trip for exploration of the Clyde. The walk next to the Clyde isn’t smooth, with broken pathways, restricted areas and construction sites creating barriers.

Maria L. Loizou & Renas Osman

City Wide Analysis - Paths

Key

Dangerous pollution levels Unsatisfactory pollution levels Acceptable pollution levels

106

The Ethical Commute

Quality and efficiency of the bus paths through the low emission zone. The introduction of Glasgow’s low emission zone (LEZ) began in 2018, applying to public buses. By June 2023 this will apply to almost all vehicles within the LEZ boundary, which is set to reduce air pollution from road traffic in the city centre. It aims to improve air quality, protect public health, and support broader climate change ambitions by encouraging more sustainable transport options.

Layout example

Congestion in the city centre caused by one-way systems forces meandering routes that slow the flow of traffic must follow through the deep and narrow street canyons of Glasgow city centre. It is quicker to walk through the city centre than it is to drive at peak times.

Layout example

Chloe Mackinnon

City Wide Analysis - Paths

History of paths

The historic changing pathways of Glasgow are focused on how to cross the river and have reflected the rise and fall of the internal combustion engine. The Clyde was initially shallow enough to wade through on foot. As it was deepened to allow for bigger ships, the pathways across the river had to become bridges and tunnels with paths along the Clyde drawn back into the city in deference to industry. As de-industrialisation happened in the 1960’s new pathways were opened up, with the M8 carving a new artery through the centre. The most recent chapter has been a shift towards pedestrianisation of the centre and creating a more inviting path network along the Clyde.

Robert Forsyth, Will Prescott

1755-1839

The first Broomielaw Bridge was completed in 1755 and updated in 1839 as the Clyde was deepened and could no longer be crossed on foot

1635

Paths through the Clyde were created by wading through the shallows

1795

Since the 18th Century the main arterial roads have both run parallel to the Clyde

1888

Pathways were pushed away from the Clyde in favour of heavy industry but paths were widened such as The Great Western Road

1854

Paths by the river have always maintained a distance from the river itself of 40m for jetties and moorings with a grid layout at the centre

1912

1965

2014

Govan Road was interrupted and diverted to accommodate a new dock, illustrating the greater importance given to industry over citizen

The M8 created a large new pathway breaking through the existing path layout and creating some dead end paths

Paths were created by the Clyde to re-brand Glasgow as a more attractive city for tourists rather than just a post industrial city

1963

1978

2018 -2028

In 1963 the Clyde Tunnel opened to create a new path under the river

Buchanan Street is pedestrianised

Avenues Project - redesign of many city centre streets focussing on pedestrians, cyclists and green spaces. 2019

Canal and North Gateway - improvements in Sighthill, Port Dundas, Cowlairs and Speirs Lock improving connection from the city centre to the canal and beyond 2018 - 2040

Paths for Everyone - £7bn, 5,000 mile proposed expansion of accessible routes to Scotland’s cycle network 2025

Waterfront and West End Innovation Quarter significant investment to develop sites along the Clyde benefiting Govan and the West End with improved connectivity .

109

NODES OF INTERSECTION

111

05 08 10

12 06

01 02 13

11 09

07 Farme Castle (site of)

112

15 Studies

“Nodes are the points, the strategic spots in the city into which an observer can enter, and which are the intensive foci to and from which he is travelling” – Kevin Lynch, The Image of the City Glasgow’s defined boundary means there are key entry points into the city where the road, river, and subway stations intersect. Some nodes encourage people to stay longer, such as squares, plazas and other concentrations of activity. However, some nodes are simply points of convergence into which we pass in and back out of again. A few nodes emphasize vehicular traffic while pedestrians dominate others. Kevin Lynch points out that the observer experiences a heightened sense of awareness at junctions due to the decision-making process. This phenomenon gives elements located at nodes a perceived prominence in the urban fabric. This part of the analysis will compare multiple nodes in Glasgow to examine the contrasting spatial qualities present when different conditions intersect.

Group members Ailish Whooley Alexander Mallalieu Chester Chesney Daumantas Patamsis Isla Robinson Laura Stevenson Lindsey Menzies Matthew King Sam Gordon Sissy O’Neill City Wide Analysis - 15 Studies

114

1. GLASGOW QUEEN STREET For the Love of Grid

Glasgow Queen Street Station is Scotland’s third busiest railway station. It is adjacent to George Square and a short walk from the city’s main shopping district, Buchanan Street and the Buchanan Street Subway Station. At the heart of the city, this node experiences a high volume of vehicular traffic and pedestrians.

Node Analysis

116

2. ANDERSTON INTERCHANGE

Waterfront

Anderston Station M8

Morris on

Argyle

Spaghetti Junction Glasgow

Kingston Bridge

Clydes

ide Ex

Paisley Road

Quay

N While it is a confluence of many of Glasgow’s major paths (river promenade, rail, M8, Argyle Street, cycle path), navigating between them is complex, unpleasant and frequently impossible. It is a place that is only suitable for hurtling through at great speed, evidenced by the fact that no community or enterprise has germinated in the unusual shelter of the motorway’s canopy.

Node Analysis

1 2

118

Garnethill

3. ST GEORGE’S CROSS Blink and you’ll miss it! Maryhill

Woodside

Kelvinside

Garnethill

St George’s Cross occupies a part of the city where the motorway, underground, and the main pedestrian thoroughfare (GWR) meet. Despite it being an essential point of convergence in the city, it is underused as people are reluctant to linger in the area for long, a phenomenon that Jane Jacobs attributes to so-called ‘border vacuums’. The importance of the subway station is lost among the concrete structure of the motorway.

Node Analysis

120

4. CRAIGHALL ROAD, M8 UNDERPASS North of the city centre

Craighall Road tunnels under the M8 at this node to give access to the northern side of the motorway and allow cars to join the M8 going east bound. The lack of footpaths and high volume of traffic means this node is dominated by vehicles. This section of the M8, built in the late 1960s/early 70s, has seen little development until recent years when the ’Transforming Sighthill’ scheme began.

Node Analysis

122

colour value for all ‘black’ lines should be 262626 path/edge lines should have a 10px stroke node/landmark tags should have a 2px stroke street names should be written in futura book

5. KELVINBRIDGE

Grid be Gone! Tumble into the spatial layers of Kelvinbridge.

This node is representative of its physical layers. Vertically we work with cross direction transport routes. Pedestrians occupy a multilevelled urban hub, quite different from the one level grid Glasgow is defined by. This node facilitates direct interaction between green space, transport links and city amenities.

Node Analysis

124

6. ALEXANDRA PARADE The Heart of the East End

The node at Alexandra Parade is formed due to the junction between two of the main roads that serve the East end and M8, the train station and the entrance to Alexandra Park. The area becomes a busy intersection with vehicular traffic, commuters and the public making their way to the park. Rail, road and pedestrians all combine, creating a bustling convergence of traffic in the east end.

Node Analysis

Artwork showing a personal response to node of intersection

126

7. BRIDGES BETWEEN DALMARNOCK AND RUTHERGLEN Da Sm lma ar rno t B ck rid ge

An industrial engine burnt out

A7 30

lyde

River C

A749

Dalmarnock Waste Water Tretment Works

y rglen ailwa Ruthe erwell R Moth

Tesco Extra

Industrial Park Industrial Park

Rutherglen Station

A7 24 Glasgo

w -Lana

rk Railw

Rutherglen

The existing bridge forms part of the historic rail network between Dalmarnock and Rutherglen’s industrial hubs and the rest of Glasgow. Now the sandstone piers of the demolished twin bridge recall the 60’s de-industrialisation of the waterworks occupying the inner meander. The commonwealth village offered hope for rejuvenation, but industrial parks still occupy the space between the M72 and the river.

Town Hall B768

Node Analysis

M74

Artwork showing a personal response to node of intersection

128

8. KELVINHALL Kelvinhall! Light at the end of the tunnel

Kelvinhall Subway exists in the underpass of Dalcross Street, a strange condition that brings a sense of discovery to those entering Partick via its underground system. The overhanging roof of the tunnel announces its presence over the street and creates a point of possession for the public.

Node Analysis

130

9. EGLINGTON TOLL JUNCTION Star Bar Bazaar Eglington

NG Park

Po llo ck sh aw

Egling

ton St

sR d

New Gorbals

Pollockshields Star Bar

Tra in

Victo

ria Rd

Po ll

ksh

sR d

lin

Govanhill

When travelling from the City Centre to the southside, this junction outside of the Star Bar is the first sign of community - approaching the historic tenement blocks of Pollockshields and Govanhill. North of the node is a discombobulated array of light industrial buildings and closed pseudo-suburban housing. This node shows two roads that don’t quite meet, much like the southside and the city centre on either of its sides.

Node Analysis

Artwork showing a personal response to node of intersection

132

10. THE CLYDE TUNNEL The shifting edge at Whiteinch

1 A8

whiteinch dum

barto n st.

whiteinch industrial area

clyde tu nnel

A397

south st .

industrial area

A397

linthouse light scrub land

The Clyde Tunnel is a relic of Glasgow’s industrial past, built in favour of a bridge so as not to impede the shipbuilding activity on the Clyde. The works required saw large swathes of the shore levelled on both sides of the river. Much of that area remains unused 60 years after the tunnel’s completion. What little land is being used is almost entirely industrial, comprising an edge just as impenetrable as the Clyde.

Node Analysis

broomhill

134

11. SHIELDS ROAD Peeping Through?

Pasiley Road

West

Milnpark Gardens

tion

c 74 Jun

Kinning Park

M M8 +

Scotland Street

M8 + M77

Century Buisness Park y - Paisle lasgow

The Underpass on Shields Road is a vital node caused by the intersection of key infrastructure within the city. The work questions the idea of Shields Road, in particular, being a vital crack in the urban grid between the Southside and the Clyde River. Through the disconnection caused by the construction of the M8, the surrounding area has been left lacking vital direction.

Node Analysis

y Railwa

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12. CHARING CROSS oo W

an dl

An ever moving sea of traffic

ds ad Ro Sauch iehall

Street

Bath S treet

The node at Charing Cross is mainly defined by the multilevelled motorway, which cuts the city in two. Vehicular traffic flows in all Vincent Street directions and becomes theStdominant form of transport here. However, there is a train station and many pedestrian routes alongside these roads, allowing everyone in the city to choose their next destination. The clarity of an opportunity for a route change here makes this a key node in the city.

Node Analysis

138

13. GLASGOW CROSS

Trongate

Hi gh

Merchant City

Glasgow’s oldest intersection

Tolbooth

Railway

Gal

n Lo

lowg

ate

d. nR

do Barras Market

Saltmarket

Glasgow Cross is the most important Glasgow intersection in the old Glasgow and Green now sits at the boundary between the Merchant City and East End. Historically, it was a marketplace and used to have a railway station, which is closed nowadays.

Node Analysis

140

14. POLLOKSHAWS Rail, Road, River, Religion?

Hope Church Southside

PLAN AT CONSITANT SCALE Newlands South Church St Margaret of Scotland

Pollokshaws is an area in the southside of Glasgow. It is bordered by the residential neighbourhoods of Auldhouse to the east, with the Glasgow Southwestern Line railway. The area consists of a religious establishment with a Golf club.

Node Analysis

Longside Bowling club

142

15. KINNING PARK Glasgow’s longest tenement becomes its longest boundary

Plantation est Road W Paisley

Cessnock

s nt Shop r Cresce e lm a W

Plantation Park

Kinning Pa rk

Cessnock

M77 M8 &

Century Business Park

Shields Road

ay aisley Railw Glasgow-P

Kinning park subway once sat at the head of Maclellan Street in front of 830 metres of uninterrupted tenement housing, then the longest in the city. It now sits below 16 lanes of motorway. Now, Kinning park’s only regular use is by visitors to the Business Park, who must walk across the narrow footbridge into the industrial island sandwiched between the motorway and railway boundaries.

Node Analysis

144

Comparison

After analysing Glasgow’s core nodes, presented at a variety of scales depending on the intensity of traffic, both pedestrian and vehicular, we can see that the effectiveness of each junction tended to correlate with its permeability. Glasgow’s nodes are especially prevalent when a break in the conventional grid occurs, this changes the makeup of a city dweller’s route to their destination. These become definitive points of stoppage and force a change of path or form the end point of a journey. The study illustrates the fundamental spatial form of the Glasgow node in all its diversity, although appearing to always include a vehicular road which only sometimes incorporates a pedestrian path. The domination of the motor vehicle limits the use of these nodes as pedestrian friendly gathering spaces, instead they are convergences of petrol and diesel fumes - compounded by stoppage or ever-present as the stream of vehicles never ceases. Rail and river offer only small respite to the pedestrian and local nature.

Node Analysis

CONCLUSION

The merits of this study are a greater understanding of the layers that have formed the city of Glasgow as we experience it today. These are layers of disruption, building on top of - and in place of - the existing city. This has created many points of disconnection, physical and metaphysical, throughout the city. The three foci with which we oriented our investigation, RIVER, RAIL and ROAD, have been found to be the three main historic layers that concurrently influenced the city’s development. These can be seen as three revolutions in Glasgow’s history, each building around - but mainly building over - the previous and exponentially expanding the city. In contemporary times, it is with the road that we feel this most inherently, notably with the M8 carving through the west of the city centre. Before this, however, the rail disrupted and disconnected the pre-industrial city, expanding it massively. The river Clyde birthed the city of Glasgow and consequently, the interest of the city was to expand and develop the river, growing together as the existing natural landscape was disrupted. The expansion of Glasgow reflects the development and history of Britain. Each of these revolutions have disregarded the human occupant of the city, intending instead to evolve the city rapidly to a new future Glasgow. It is only when we pause and reflect on how - and why - the city was formed in this way that we are able to speculate on the place of architecture now.

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