Calton Masterplan

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I - Introduction T

he following work is a product of eight months of research and initiative into the east of Glasgow’s innercity and its current position as a place of much potential. Through this booklet we observe in fine detail the urban form and how such potential can be extracted by encouraging resilience and flexibility through sensitive and complex planning techniques.

The document is split up into two sections: Section A covers the preliminaries, the basis for our masterplan. Here we briefly evaluate the previous analysis stages of the class’ research. We then critically analyse the current urban form by mapping the city as the Existing Concept Plan. From such study we were able to determine the notion of change, the direction in which our masterplan should take. This was mapped out as the Proposed Concept Plan. We then specified an area of development for which we determined significant and created a finer detailed plan, setting the framework for the Masterplan.

Section B justifies the elemental side of the masterplan, mitigating the closer grain detail. Such components covered were plot formation, building typology, services + amenities, accessibility, street characteristics and the ecological network.

William Kerr Preston, England (Ba Geography, University of Central Lancashire) MSc Urban Design, University of Strathclyde E-mail: wdkerr@outlook.com

Stephen Herraghty Glasgow, Scotland (BEng Civil Engineering, University of Strathclyde) MSc Urban Design, University of Strathclyde

MSc Urban Design Department of Architecture Faculty of Engineering University of Strathclyde Scotland United Kingdom Page 3

II - Contents I Introduction 3

7.0 Foundation Masterplan 71 7.1 Confirmation + Transformation Areas 74 7.2 Defining Blocks + Streets 76 7.2.1 Urban Main Streets 78 7.2.2 Urban Nuclei + Urban

Main Streets 80 7.2.3 Local Streets + Blocks 82 7.2.4 Resilience + Flexibility

of Network 82 7.3 Densities 84 7.3.1 Myth of Density

+ Overcrowding 84

B - Masterplan

A - Preliminary 1.0 Analysis 9 1.1 Mapping the City 11 1.2 Multiple Centrality Assessment 12 1.3 Existing Experience 14 1.4 Planning Framework 17 1.5 History 18 2.0 Concept plan Existing 21 2.1 Density 24 2.2 Nodes 28 2.3 Nodes + Density 30 2.4 Services + Density 30 2.5 Hierarchy of Streets 33 2.6 Nodes + Density + Betweenness 33 2.7 Betweenness Centrality 36 2.8 Public Transport 38 2.9 Public Transport + Nodes 38 2.10 Public Transport + Density 41 2.11 Public Transport +

Cycle Lanes + Density 41 2.12 Green Network + Density 44 2.13 Green Network +

Topography + Flooding 44

3.0 Strategy 49 4.0 Proposed Concept Plan 4.1 Nodes + Street Hierarchy 4.2 Nodes + Street Hierarchy

+ Green Network 4.3 Nodes + Transit 4.4 Street Hierarcy + Transit

+ Green Network

51 54

5.0 Design Area Boundary

65

8.0 Coding +Building Typology 91 8.1 Plot Based Urbanism 92 8.2 Local Urban Code 94 8.3.1 Terrace/Row House 96 8.3.2 Postmodern Tenement 97 8.3.3 Townhouse 98 8.3.4 Traditional Tenement 99 8.4 Altered Local Urban Code 100 8.5 Plot Formation 105 8.6 Plot Passport 106 8.7 Demographics 109 8.8.1 Existing Buildings - Reuse 110 8.8.2 Existing Buildings - Integrate 112 8.9.1 Closeness of

Amenities + Services 115 8.9.2 Supermarkets 116 8.9.3.0 Schools 117 8.9.3.1 Primary Schools 118 8.9.3.2 Secondary Schools 120 8.9.4 Leisure Centre +

Community Centres 122 8.9.5 Channel 4 Creative Hub

+ University Buildings 124

58 60 62

6.0Vision 69 Page 4

II - Contents 9.0 Accessibility 127 9.1.1 Integrated Public

Transit System 128 9.1.2 Glasgow Cross Station 130 9.1.3 City Union Line 132 9.1.4 High Street Station 134 9.1.5 Bus Stops 135 9.2 Cycling 136 9.3 Walking 138 10.0 Street Design 10.1.1 Urban Main Street 10.1.2 Local Main Street 10.1.3 Local Street 10.2 Pavements 10.3 Cycle Lanes 10.4 Parking 10.5 Carriageways 10.6 Traffic Calming Techniques 10.7 Crossings 10.8 Bus Stops 10.9 Materials

141 142 146 150 154 158 162 164 168 170 171 172

11.0 Ecological Network 11.1.0 Sustainable Urban

Drainage System (SUDS) 11.1.1 Trees 11.1.2 Rain Garden +

Pervious Paving 11.1.3 Bioswales 11.2.1 Global Parks 11.2.2 Linear Parks 11.2.3 Local Parks (Pocket Parks)

175 176 178 180 180 182 183 182

12.0 Phasing 189 12.1 Phase 1 190 12.2 Phase 2 192 12.3 Phase 3 194 12.4 Phase 4 195 III Bibliography

198 Page 5

A Page 6

Preliminary

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1 Page 8

1.0 Analysis C

arrying out extensive research into the innercity form of High Street and the surrounding areas has allowed us to fully comprehend the existing urban form in different lights. Without solid analysis, there would be no foundation for a masterplan to be based upon, which perhaps makes the analysis the most imperative part of this project. The following five sections prove how complex a city is and provide a brief overview of the key factors which have been strongly considered when producing the development strategy and all-important masterplan.

Figure 1 - Impermeable Urban Fabric Creating Border Towards East End

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Figure 2 - 1km Radius from Royal College Building, George Street

Figure 3 - Building Ground Coverage

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1.1 Mapping the City A

nalysing maps of the built form of Glasgow, we can see clear contrasts in the way the city has been constructed. The amount of building ground coverage to the west of the city centre is certainly much higher and uniform than to the north or east, which presents a disjointed urban fabric.

However, it can be determined that there are many clusters of high building ground coverage to the north and east and these can be considered as specialist areas of single use, such as the University of Strathclyde campus, Infirmary and Barras Market. It’s evident that there are amalgamations of low building ground coverage, specifically to the north where the M8 junction is located and Collegelands to the east, a former train yard,

which both present hard borders dissecting urban areas. A city that can thrive relies on high building ground coverage, bringing places closer together.

Figure 4 - Building Storeys

Figure 5 - Land Use

There is a clear segregation of building use throughout the city, arguably the most worrying land use is the sheer amount of industrial. Such use of land in a metropolis indicates very low land value and that there is little demand for what should be sought after ground in the UK’s third largest city. Furthermore, commercial and retail dominate towards the west, while the university campus and Infirmary control the north-east, showing a clear lack of general mixed-use development.

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1.2 Multiple Centrality Assessment T

hrough all forms of centrality, we can determine that Townhead, Calton and Collegelands are clearly problem areas that are either segregated or non-existent. It should be assumed that these sections of street network be redesigned to connect people far better and more efficiently to their surroundings. Isolation is known to be a major contributor when we consider social problems such as mental health issues, drug use and crime, thus creating a well-connected network of streets is vital.

Examining the betweenness centrality map, it can be proven that there are numerous arterial roads that connect the east of Glasgow to the city centre, but perhaps lack in these prominent streets traversing from north to south. To combat this abstract bridge and create a place to ‘be’ rather than a place to ‘pass through’ it should be sought after that there be a clear connection roughly midway between High St and Bellgrove/ Abercromby St on a north-south axis.

When we study the Betweenness Kernal Density Estimation of High Street, it is apparent that Glasgow Cross is a space that is traversed through more frequently than most other places in the city. This passing traffic provides enormous socioeconomic opportunity for services within the vicinity of the once gateway to the city.

It is worrying that Townhead and Calton are physically so close to the centre of the largest city in Scotland, but have such low centrality, through all betweenness, closeness and straightness. Therefore, these places should be simply connected to surrounding arterial streets, raising all forms of centrality greatly and requiring little effort to do so. Collegelands appears to be vacant of streets all together, this is because the existing railway tracks form a problem area which is hard to build over or around. It seems futile to build bridges to this triangle shaped piece of land as it is an isolated enclave.

Figure 6 - Sydney Street, Glasgow (Author's own Photograph)

Figure 7 - Betweenness Kernal Density Estimation Page 12

High Betweenness

Low Betweenness

Figure 8 - Global Betweenness Centrality

High Closeness

Low Closeness

Figure 9 - 400m Local Closeness Centrality Page 13

1.3 Existing Experience H

igh Street and its surrounding areas can be categorised into character areas through their conventions. The north of High Street is perceived as a predominantly student area due to the location of the University of Strathclyde, and more recently the erection of numerous student accommodation buildings. Similarly, along Cathedral Street seems to again be dominated by the same demographic, as the university campus emits the notion that this area is for university personal only, due to its homogeneity. East of High Street lies Gallowgate, the ‘art and culture hub’ of the city, where many cultural services and landmarks lie. To the other side of High Street

is Argyle Street, which is predominantly retail, however, there are many commercial vacancies in this area.

Generally, there is a juxtaposition in building and ground maintenance around High Street.

Along the central section of the street, towards Gallowgate and along Argyle Street maintenance is rather poor. However, around George Square and the University of Strathclyde campus, this significantly improves, only to rapidly decrease again towards Townhead. Maintenance is likely poor in these areas due to lack of investment and poor integration into the city.

Figure 10 - Vacant/Derelict Land

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Fear and Safety

4- experiencing the city Zones which demonstrated a form of constant interaction whether it was pedestrian ow or traďŹƒc streams were deemed safer overall. Areas which tted this perception include George Square and the Southern section of the High Street, as participants feelings of isolation and seclusion were less likely. In comparison areas which feature vacant or run down sites which did not attract a ow of activity at During the site visits themselves, the perception of the nig nightfall, such as Argyle Street and Cathedral Street, group analysis was mostly positive. With the overall were seen as less desirable routes. perception of the areas seeming safe, although the pe However perceptions within Townhead also altered, Figure 11 Barrowland Park, Glasgow aspect of fear and safety were noted to change between although the area does not have exceptionally low Own Photograph) day and night. Certain (Author's areas which were perceived as maintenance issues, the excessively thick foliage and comfortable during the day when the space is well lit poor lighting surrounding pathways made the space and populated, did not receive the same positive review o putting and unsafe. during the evening/night.

The degree of safety and personal comfort within the areas were analysed through observational studies conducted by the students within this group. According to the prior knowledge of the city, there were no sections within the study area which were exclusively labeled as unsafe or dangerous.

Figure 12 - Perception of Fear + Safety (Red-Unsafe/Blue-Safe)

Page 15 Safe

Analysing the ‘Fear and Safety’ map, it can be determined that Townhead and Glasgow Central Station are spaces in the city which are perceived as unsafe, with Glasgow green and Gallowgate also being areas where someone would feel uncomfortable and vulnerable. On the contrary, High Street, Argyle Street and George Square are places which people would likely feel more content.

One of Glasgow’s biggest problems is its treatment of vehicles and pedestrians. Currently vehicles dominate over people walking about the city as roads are very wide and traffic lights prioritise vehicle traffic rather than pedestrian.

Although there has been some redevelopment, the conditions of streets are generally very poor, especially around High Street, pavements are crumbling and are a truly undesirable place to be.

Figure 13 - Bellgrove Meat Market, Glasgow (Author's Own Photograph)

Figure 14 - Charlotte Street, Glasgow (Author's Own Photograph)

Figure 15 - Near Hunter Street, Glasgow (Author's Own Photograph)

Figure 16 - St. Mungo Avenue, Glasgow (Author's Own Photograph)

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1.4 Planning Framework

Figure 17 - Glasgow City Population 1801-2011 (Understanding Glasgow, n.d)

G

lasgow has great ambition as a city and has numerous goals to become a people place, an environmentally sustainable place, an economically viable place and a well-connected place. The city’s population has experienced a rather rapid decline from 1,100,000 people in the 1950’s to 600,000 in the 1990’s, however since then this number has stayed relatively the same.

and Barclays in Glasgow, which would provide significant investment to areas around the city and create solid bases for secondary services to thrive on. Both of these ambitions would result in a likely population increase in the direction towards what Glasgow once was. To provide for an influx of people, it is essential that a solid and resilient urban framework is created in areas of potential close to the city core. Essentially this provides a focus on developing around areas of high vacant and derelict land to provide vibrant, accessible and high-density mixed-use neighbourhoods.

The city is confident that due to the many universities in Glasgow it has potential to retain graduates in the city, who will most likely live in the urban areas close to the centre of the metropolis. Furthermore, efforts are being made to locate flagship services, such as Channel 4

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1.5 History H

igh Street has an extensive and rich history, with the crossroads of Gallowgate and Saltmarket dating back to the 12th-13th century the road symbolises a real cultural significance, not just in Scottish, but in European history. Here is the Tolbooth Steeple, which for many years acted as a gateway to the city and is now an iconic landmark of Glasgow. At the moment most history is looked past and celebrated rarely, if at all throughout High Street. What’s more, Glasgow

University was originally founded along High Street in 1451, but this ground is now covered by an Aldi store, a testament to how the place’s history has been brushed over. Glasgow Cathedral is located to the north of High Street, built in 1136 this impressive piece of architecture and antiquity remains isolated and disconnected from the rest of the city, falling far short of its potential.

Figure 18 - High Street, Glasgow, 1557

Figure 19 - High Street, Glasgow, 1865

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Figure 21 - Glasgow Cross, circa. 1910 (Bauermeister, 2016)

Figure 20 - 'The Old College' - Glasgow University, High Street, Glasgow, 1747-1831 (Glasgow University, n.d)

Figure 22 - The Barras Market, Glasgow (Travel Scotland, n.d)

Figure 23 - Construction of M8, 1969 (And Consequent Destruction of the City) (Hidden Glasgow, 2004)

In more recent times, the influx of investment towards the city in the 1960’s generated one of the most iconic inner-city scenes of a motorway piercing through the urban fabric. Though the motorway has done its damage on the city, it was further planned to run along High Street, creating a centre wholly surrounded by motorway, but these plans were rightly relieved as late as the 1990’s. The Barrowland Ballroom and

Barras Market thrived as a venue for buying and selling and performing from the 1920s-1930s onwards, although both still exist, they’re frequented far less than in their prime due to a lack of surrounding density. These amenities provide huge potential to be a global node and a significant part of the city.

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2.0 Concept Plan Existing B

reaking the city down into arranged urban concepts and mapping these conventions allows us to critique the existing urban form and make knowledgeable and informative justifications of Glasgow as a system. As urban designers, we can pick out holes in the city’s structure, which will most probably be the underlying reason(s) for certain socioeconomic problems a city may be experiencing. Some may be more obvious than others, but importance may be weighted contrarily, therefore it is vital to extensively examine characteristics such as Nodes, Services, Street Hierarchy, Urban Density, Ecological Network, Public Transit, Cycle Network and Flood Risk Areas. A city is a complex system, it does not rely solely on density, or transit, or green spaces, but is a formation of these elements and many more. Therefore, scrutinising these factors individually will only give us part of the picture, so it is important that essential elements are compared with each other where necessary. Only then can we make conversant decisions on changes that need to be made.

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Port Glasgow

Sighthill

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Gorbals

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Legend Nodes Global Node District + Neighbourhood Node District Node Neighbourhood Node Pedestrian Shed

yston

Services Nursery + Primary Education Other Education Health Supermarket Bar / Restaurant Conveinence Store Retail Cluster Bar / Resaurant Cluster

Edinburgh

Carntyne

Street Hierarchy High Speed Roads Urban Main Street Local Main Street Urban Density (Units Per Hectare)

Dennistoun

0 - 43 44 - 143 144 - 169 170 - 228 228 + Specialist Area Vacant / Derelict Land Ecological Network Open Green Space Linear Green Space Open Water

Tollcross

Public Transport Train Station Rail Line Low Level Line Bus Route Subway Cycle Network Off Street (Dedicated) On Street (Designated)

Bridgeton

Flood Risk Areas Likely Area of Flooding Surface Water High Risk Page 23

2.1 Density B

uilding density is vital in efforts to creating a sustainable urban environment. A density too high and there is a likelihood of social disconnection from building upwards. According to Alexander (1977), the optimal building height, and thus defining density, should be 4 stories high (rule of thumb), which ensures enough density for social cohesion to occur. Significantly taller than this and residents become disconnected from the street below, where social experiences occur. On the contrary, a density too low implies similar effects of community segregation, where dwellers are too far from each other laterally, and thus lack sufficient probability that passive communication will take place at street level.

Therefore, it’s acceptable to theorise that around 190 Units Per Hectare (a very broad number, taken from the mean average of the Victorian Centre Blocks and Victorian Neighbourhood Blocks in Glasgow) has the potential for sustainable urban life to form.

Focusing primarily on vacant land and specialist areas, those of which generally have one specific usage, we can see that densities are sporadic outside of the central business district as communities are not well interwoven or permeable. Townhead, Drygate (immediately north of Duke Street) and Dundasvale (to the north west) are examples of segregated communities, and most likely problematic. A juxtaposition of densities in these scenarios has been created from the ‘tower in the park’ developments originating in the 1960’s and a combination of little to no density and specialist areas surrounding. There are numerous examples in the world of sustainable towerliving, including in Singapore and Vancouver, but in these circumstances, building upwards is the only option due to sea’s and restrictive topography. On the contrary, Glasgow Clearly has land vacancy issues which are potential for areas of development Furthermore specialised areas are a key influence towards community segregation, as they effectively form boundaries and disallow urban fabric to form due to their homogenous nature. These areas in Glasgow consist of the University of Strathclyde, Glasgow Caledonian University, Tennants Brewery, Necropolis, Infirmary, Glasgow North Industrial Estate, Queen Street Station, Buchanan Galleries and many more.

Glasgow City Centre’s density is consistent throughout, the central business district is made up mostly of Victorian Centre Blocks helping to implement a fairly high density of around 228 Units Per Hectare. However, this cluster of blocks comes to an abrupt end, with surrounding areas of specialist usage, spaces of no building density whatsoever and the River Clyde acting as a hard border to the south. Though there is much density in the city centre, vacant and unused land is a problem, most of these areas are currently used as car parks, which are extremely inefficient land uses.

From this prior list of specialised areas and its coverage seen on the Existing Concept Plan, it’s evident that Glasgow has an unjust amount of areas for single use. This is inefficient when it comes to how people use urban spaces. If a space has one general use, then it will usually be utilised only by one demographic and likely only

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0 - 43 44 - 143 144 - 169 170 - 228 228 + Specialist Area Vacant / Derelict Land

(Units Per Hectare)

Urban Density

Legend

at specific times of the day, not only does this discourage diversity in demography, but means areas will not be exploited to their potential.

This rule applies especially in inner-city areas, where typically the majority of land is used for residential purposes and domestic services.

However, Glasgow’s infamous industrial estate is less than five-minutes’ walk from the largest central business district in the country. Land for industrial use and more notably car sales rooms and car parks demonstrate low land value, which is especially problematic when so close to a city centre. Usually land towards a city’s central business district increases in value the closer the proximity. The M8, carving its way through the necropolis can be blamed for this, as it provides efficient access for motor vehicles, but creates a buffer of noise and air pollution either side of the motorway. This can be seen with the specialised land usage and lack of density around the M8. This is likely why land values are so low around Glasgow Centre North and as a consequence an industrial estate has formed. Other specialised areas include both the university’s, which currently don’t allow any other services to develop, other than educational.

This effectively isolates students and alienates other demographics from using the space in the campus.

war development, or sprawl/dispersal as it’s better known. This is an incredibly low-density development, and in Calton’s case is worsened by the surrounding vacancy of buildings; interestingly Calton even has derelict land inside of the housing estate, accentuating the low likelihood of social cohesion and further suggests community problems and lack of desire to live here – Calton is a place to ‘get out of ’. This can be proven by looking at Calton’s male life expectancy of 54 years, 17 years lower than the average male life expectancy in the Gaza Strip.

A clear disregard of density between ‘Residential’ Calton and Trongate shows that a barrier has formed from the city centre towards the east, currently this section is either used for parking, pubs, other community general uses and simply unused land. This emphasises how High Street has effectively become a border towards the east end. Currently this area of land vacancy is not only lacking in any sort of quality itself but is having an effect on the surrounding urban environment. It can be argued that the low density of Calton has resulted in little use of the surrounding land as there is little to no demand of services.

However, there have been some signs at redensifying. Postmodern developments around the study area have been averaged 143 Units Per Hectare, slightly lower than the typical Victorian Block at 190 Units per Hectare, but much higher than sprawl at 43 Units per hectare. However, these efforts have been far and few between and can generally be considered to have little to no effect on the form of potential urban fabric.

Further east we can see again another section of fairly consistent building density, in the neighbourhood of Dennistoun. This area was constructed around a similar time period to the centre of Glasgow, thus following comparable conventions, but at a slightly lower density. This again presents a sustainable building density.

Contrarily Calton is an example of typical post

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2.2 Nodes K

evin Lynch (1959), the influential interpreter of city form defines a node as ‘..’the strategic foci into which observers can enter, typically either junctions of paths, or concentrations of some characteristic. …conceptually they are small points in the city image, they may in reality be large squares, or somewhat extended linear shapes, or even entire central districts when the city is being considered at a large enough level.

Indeed, when conceiving the environment at a national or international level, then the whole city itself may become a node.’ This is especially important in how we interpret districts and neighbourhoods particularly at the foci of the metropolis. In this analysis we’ve taken into consideration concentrations of characteristics, these being daily domestic services. Existing so close to a city centre makes the mapping and interpretation of nodes more complex, however they generally follow some basic rules.

when considering a node, a hierarchy should be appreciated; 1. A neighbourhood node is local in scale, and generally provides all three necessary services to be self-sustainable, but do not generally contain services that attract people from outside of the neighbourhood, 2. District nodes are usually a congregation of services that are used by the surrounding neighbourhood, perhaps not on a daily basis, but are usually more specialised, 3. District nodes with neighbourhood services; these supply the specialist services for the surrounding neighbourhoods, but also contain the three necessary daily amenities for people to live within a five minute walk. Global nodes have also been marked, which represent homogenous land use, but provide a service to the whole city and further afield, examples of these are the Cathedral and Glasgow’s two inner city shopping centres.

Notably, Glasgow City Centre and towards Glasgow Cross and Calton lack basic educational facilities, especially nurseries and primary schools, making these areas difficult for families with young children to use, effectively discouraging such demographic from typically living in these areas. However, the city centre does supply a numerous amount of other amenities, not just daily but also specialised, thus making the central business district an elongated district node. On the contrary, Townhead, has many educational options within a short distance, though there’s a sheer lack of viable food stores and healthcare services, making the area ‘unliveable’ theoretically, without relying on other districts or neighbourhoods.

Places can only be self-sustainable if they can support themselves, effectively this means they should be able to provide the basic amenities to its residents ideally within a five-minute walk.

However, this would be in a perfect world, whereas in reality there are always discrepancies.

A place can be determined as a neighbourhood if there are three essential services within walking distance (400m), including: educational facilities, healthcare and food stores. 400m radius can be determined the ‘pedestrian shed’.

Porta, et al (2010) define a pedestrian shed as a ‘spatial proximity characterized by some sort of distance to be covered by citizens towards their daily destinations to satisfy ordinary needs’.

Taking these factors into consideration, we can determine if a place is ‘liveable’. Furthermore,

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Gorbals

Sighthill Royston

Bridgeton

Dennistoun

Nodes Global Node District + Neighbourhood Node District Node Neighbourhood Node Pedestrian Shed

Legend

2.3 Nodes +Density ‘

Liveable’ places seem to congregate towards the east of the site analysed, in that there is almost a complete edge of self-sustainable areas due to the variety of services offered in Bridgeton and Dennistoun. However, they’re arguably not reaching their full potential, as surrounding building density in parts is relatively high, but is inconsistent in the fact that there are numerous vacant sites close by, along with sites of specialised use. Though, judging from the building density in the Existing Concept Plan, it can be determined that Dennistoun is the most ‘liveable’ place in the analysis area, as can be seen with the surrounding building density and services, specifically to the north. Glasgow City Centre’s district node, as well as Glasgow Cross and Calton are not realising their full potential. Here they either have the density or selective services, but lack in vital amenities to make the area ‘liveable’ or are simply deficient in surrounding building density. Specialist areas to the north and vacant land to the east saturate the potential of existing facilities across the city centre and towards the east end.

Generally building densities seem to match nodal hierarchy throughout the analysis, which can be seen in with the high building density in the city centre. What we can also see is that generally services congregate around building density, which is an effective and sustainable form of supply and demand. On the contrary, there is an anomaly with Townhead, where there’s an extremely high building density, and therefore likely population density, but with no surrounding node. This indicates there are likely many people living in the area, with only a limited availability of services. Furthermore, it can be seen that nodes have formed around little to no building density, this can be seen as the district node in Calton. The likelihood being that this area’s close proximity to the Glasgow Cross district node composed with being on a street of high betweenness centrality, services have naturally accumulated.

2.4 Services +Density F

rom this map we can determine that services in the city centre are well distributed, covering a considerable area, however towards Dennistoun and Bridgeton services become more clustered and concentric, which indicate potential neighbourhoods. The existing services in the city centre consist of a major congregation of retail, extending from Sauchiehall Street, down Buchanan Street and along Ingram and Argyle Street and a general dense gathering of bars and restaurants from the Merchant City in a northwesterly direction, crossing this retail cluster.

What’s more, the City Centre is rich with a plethora of various services, including numerous

gyms, banks, postal services, healthcare and convenience stores. In this sense, Calton clearly defines one of its problems as a lack of diversity as the area is dominated by convenience stores and bars and restaurants, generally lacking a vital mix of uses. The two university campuses are clearly absent in local services, especially in healthcare and food stores, which is surprising considering the potential demand in such areas.

It is a notable problem that such a large amount of area in the city centre, as these campuses, only supply for a very specific demographic and have little resources available outside of educational use.

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Gorbals

Sighthill Royston

Bridgeton

Dennistoun

0 - 43 44 - 143 144 - 169 170 - 228 228 + Specialist Area Vacant / Derelict Land

(Units Per Hectare)

Urban Density

Nodes Global Node District + Neighbourhood Node District Node Neighbourhood Node Pedestrian Shed

Legend

Legend

Services Nursery + Primary Education Other Education Health Supermarket Bar / Restaurant Conveinence Store Retail Cluster Bar / Resaurant Cluster

(Units Per Hectare)

Urban Density

0 - 43 44 - 143 144 - 169 170 - 228 228 + Specialist Area Vacant / Derelict Land

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2.5 Hierarchy of Streets G

lasgow City Centre is dominated by the M8 motorway which cuts through the west and north of the city. The offloading of this traffic into the city has led to the formation of a number of urban and main roads disturbing the urban fabric with traffic at key times of the day on the city streets stifling the development of communities and identity. A high-speed road so close to an urban core is clearly problematic and provides little opportunity for fast moving traffic to be dispersed. High-speed traffic and a relatively high closeness centrality clash, in that the two cannot exist together unless there are

very frequent accidents or extreme cases of traffic congestion. Currently to the east of the city centre there is primarily one junction onto this highspeed road, proving to be hugely problematic and creating a vehicle dominant environment. It can also be argued that due to the close proximity of high-speed roads to pedestrian oriented spaces, drivers traverse through these spaces far quicker than what would be considered safe. The section of High Street north of Duke Street almost acts as a slip road for vehicles to build up speed to enter the high-speed road that is the M8.

2.6 Nodes + Density + Betweenness E

T

vidently all nodal points lie on streets of high Betweenness, this shows that services are not generally isolated, but form around areas that are passed through frequently, as would be expected. Understandably neighbourhood nodes tend to have streets of low betweenness in their catchment areas, representing more residential oriented and lower hierarchy-based streets.

Individual services rarely form at all along streets of low betweenness, as they will rarely experience passing trade, so there’s little reason for amenities to be based in these areas, examples of this can be seen in Drygate and the Calton residential estate.

here are many streets of high Betweenness that are surrounded by vacant or special use land, this indicates that many areas are missing out on potential passing trade. Prime examples of these include east Duke Street, Cathedral Street, parts of High Street, Gallowgate, London Road, North Hanover Street and effectively the M8. These indicate areas of potential due to people passing but are not living up to their full possibility, which is a considerable list considering the proximity of the analysis site to the city centre.

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Port Glasgow

Gorbals

Sighthill Royston

Bridgeton

Edinburgh

Dennistoun

Carntyne

Tollcross

Legend

Street Hierarchy High Speed Roads Urban Main Street Local Main Street

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Gorbals

Sighthill Royston

Bridgeton

Dennistoun

0 - 43 44 - 143 144 - 169 170 - 228 228 + Specialist Area Vacant / Derelict Land

(Units Per Hectare)

Urban Density

Betweenness

Nodes Global Node District + Neighbourhood Node District Node Neighbourhood Node Pedestrian Shed

Legend

2.7 Betweenness Centrality M

ultiple Centrality Assessment is an important tool which helps us to determine how ‘central’ a place is, in relation to its surroundings. More specifically, Betweenness Centrality allows us to identify streets that are more likely to be passed through compared to others. These help to determine which streets are likely to be rich with secondary services and potential urban fabric, whereas streets with low centrality tend to have poor vitality when it comes to the functional ability of a thoroughfare.

Generally, streets of high Betweenness correlate to the likelihood of being an urban main street, with low betweenness usually related to residential access streets.

road is traversed through frequently from east to west. Applying context, this can be determined as a bridge of traffic bypassing the area between the City Centre and the neighbourhoods of Bridgeton and Dennistoun. Furthermore, numerous culde-sacs and dead-ends in the Calton residential estate contribute to poor connectivity, showing that this part of Calton is clearly segregated and is not frequently navigated though. This is also the case in Townhead, currently there are no roads to the south or the west of the residential area, effectively creating a border between the city. This again discourages through traffic and when considered with the numerous deadends in Townhead it’s obvious that the original intentions of the design were to deter people passing through. Because of this, there are no buses that pass through Townhead, though arguably at the furthest distance Buchanan Bus Station is only 7-minutes’ walk away, providing accessibility to wider Glasgow and Scotland.

Remarkably the city’s central business district is only 300m away from Townhead, however in the neighbourhood there is a sense that it’s far away from such an influential city centre.

Notably Calton/Collegelands shows a juxtaposition in Betweenness, likely accentuating its lack of streets. On an east to west axis there are numerous roads of high Betweenness, which can be determined primary streets, whereas on a north to south axis there are streets of much lower Betweenness, which can be appreciated as secondary streets. This shows a discrepancy of north to south permeability of Calton and Collegelands but presents a likelihood that the

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Betweenness

Legend

2.8 Public Transport O

feed regional forms of transit with more district and local types, which is clearly available in Glasgow. All train stations in the analysis site connect to wider Glasgow, and what is especially impressive is Glasgow Central Station’s direct connection to London Euston in four and a half hours. It should be noted that on the map, there is evidently a railway line that passes over the River Clyde on a north to south axis. This is the City Union Line which has been discontinued from supplying a domestic service, although it still serves as a freight route, which means the infrastructure is available.

Currently, to traverse between the north and south of the west of Scotland by rail, there has to be a transition between Glasgow Central Station and Queen Street Station.

There are no direct transit routes available by bus for those that struggle with walking, but the walk is considerably short, being only 6 minutes.

verall, Glasgow has a fairly substantial public transit system in place, with frequent bus and rail services feeding numerous places in and around Glasgow, but also to other key Scottish cities and even to England. Bus services are adequate from the City Centre, through Calton and to the East End on all arterial roads, including Duke Street, Gallowgate and London Road. Though, the only north to south axis transit around Calton is on High Street and Bellgrove Street, which is over 1km apart. Alternatively, it is possible to walk from the Tennants Brewery in the north of Calton to Glasgow Green in the south, though this takes 12 minutes, which can be considered acceptable, unless the person elderly or disabled and thus might struggle.

However, within the City Centre, the buses take an incredibly complex and inefficient route, all following the same path, which is due to Glasgow’s complicated one-way streets.

It’s also apparent that bus routes pass close by to existing railway and subway stations, which presents a solid transition through hierarchy of transport. It is important to

T

2.9 Public Transport +Nodes

he inner-city global nodes are well connected by transit, be this by rail, underground rail or bus. These are evidently nourished by the train stations and bus routes towards the east, which seem plentiful. However, many of these railway stations aren’t living up to their potential, as their surrounding nodal density is relatively low, which can be considered for High Street Station, Bridgeton Station and Bellgrove Station.

Yet, where density exists and rail isn’t a viable

option, there are a mass of bus alternatives. The anomaly in this scenario is Townhead, even so the surrounding arterial road still provides a bus service. A specific node that lacks transit connectivity is that of East Calton, there appears to be only one north-south route that passes this focal point. Alternatively, Bellgrove Station and Bridgeton Station are both seven-minutes’ walk away each, which again is entirely reasonable.

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Dennistoun

Legend

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Public Transport Train Station Rail Line Low Level Line Bus Route Subway

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2.10 Public Transport + Density T

here is much building density around inner city transit stops and routes, which demonstrates that transit stops have been designed around existing density and provide a vital service of bringing people to a place of likely activity. When observing the frequency of railway stations east of the city, it’s evident that the line to the north has frequent and fairly consistent intervals, in that Queen Street Station, High Street Station and Bellgrove are evenly spread apart, being 700m and 1,000m apart respectively. On the contrary the Argle Line (south line) has a considerable blank between Argyle Street and Bridgeton, with no stop in between. This gap is 1,800m, 100 more than the total distance between Queen Street Station and Bellgrove Station. This indicates the North Clyde Line (north line) has at least one extra transit stop, providing far better accessibility. However, it’s

evident that there’s actually slightly more building density along the Argyle Line (Glasgow Cross), yet there isn’t a train station here. This weakens the potential connectivity to this substantial density.

Although Glasgow’s public transit is rather impressive, it should be considered that the City Centre’s usable green spaces, in the Necropolis and Glasgow Green, are both poorly connected by transit to the rest of the city. In many iconic cities around the world, green networks are well connected by public transport options to heighten accessibility and usability. Though, this doesn’t seem the case in Glasgow as according to the Existing Concept Plan the only real connectivity by transportation is alongside Glasgow Green.

2.11 Public Transport + Cycle Lanes + Density G

lasgow’s cycle network simply cannot be considered a network, it is so disconnected it should be determined unusable. At least from the fragments that exist it is justifiable that they connect areas of density, meaning that it’s possible to travel safely between some districts and neighbourhoods by bicycle. This is the case for between High Street and the East End particularly. However, there appears to be limited cycle infrastructure in and around districts and neighbourhoods, as local main streets seem bare of cycle lanes. Effectively Glasgow has started logically by providing cycle lanes along many urban main streets of high betweenness, and these types of streets should still be prioritised in the future before the development of smaller and effectively less used streets.

When considering cycle infrastructure, it should be contemplated that connectivity to public transit hubs be a priority. Those that cycle will usually use forms of public transport and Glasgow’s two main railway stations, Queen Street and Central, and subway stations, St. Enoch and Buchanan Street are both just about accessible by cycling. However, there is little evidence of cycle storage availability at these locations. On the contrary, smaller railway stations towards the east appear to be more difficult to access by bicycle. This effectively discourages cycling and through a knock-on effect, the use of rail services.

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Legend

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Legend

2.12 Green Network + Density T

he presence of a green network consisting of individual elements all the way to significant public open spaces is important in the urban fabric due to the following benefits they produce. Green spaces can offer alternate routes to driving and public transit and promote leisure, relaxation, and active travel, enhancing the health and wellbeing of the population. The natural elements themselves can also enrich the biodiversity of an area at the same time as militating against problems such as flooding.

surrounding areas being low or identified as specialist areas, limiting the exposure and accessibility of the green spaces which have could be staples of the centre’s urban fabric. Between the city centre and east towards Dennistoun there is an increase in green areas, although most are unused and vacant. These areas of vacant land are essentially acting as a barrier between the districts of Dennistoun and Bridgeton to the city centre, restraining the evolution of a denser urban fabric. Some poorly maintained and unnecessary green spaces in locations such as Townhead are also counteractive to providing the density needed to support nodes. The city is surrounded by a number of physical barriers such as the M8 to the north, and the River Clyde and Glasgow Green to the south, with railway lines also causing obstruction between the north and south of Collegelands.

Glasgow city centre already has two existing open green spaces; Glasgow Green (36 hectares) and the Necropolis (12 hectares), these two locations are currently under-utilised and lack any sort of connectivity or urban integration despite their proximity to the city centre. The potential of these green areas is currently not being realised with the urban densities of the

2.13 Green Network + Topography + Flooding G

lasgow’s topography and built urban areas on steep hills have caused accumulations of rainwater at the bottom of inclines in many parts of Glasgow city centre that have the potential to be obstructive to daily life. The city centre has a severe lack of any continuous green network and natural elements to intercept rain, which has led to a high probability of surface water flooding specifically around Glasgow Cross. The city has two existing open green spaces that should be used to expand the network by implementing

new features creating a continuous stream of natural elements in the city streets. To the east the presence of unused vacant green spaces has decreased the chances of these areas flooding, future developments should take consideration to ensure no negative effects are created by the urbanisation, potentially through SUDs and other green infrastructure such as roof gardens which can offer other sustainable benefits such as energy efficiency and food produce.

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Ecological Network Open Green Space Linear Green Space Open Water

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Legend

Legend

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Topography Metres in Height

Flood Risk Areas Likely Area of Flooding Surface Water High Risk

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3 Page 48

3.0 Strategy C

ritiquing the form of the city extensively allows us to make general notions of what elements we want to tackle as part of our masterplan. At this point it is safe to fabricate concepts from a top down perspective, strategically recognising each area through Connectivity, Socioeconomic and Ecological + Conservation.

areas of vacant and disused land will be stated, encouraging a more sustainable and tightly knit community to form. Consideration of public realm as an urban designer comes as second nature and will help formulate different types and styles of street sections, determining the street at a human scale and complimenting a diverse mix of building uses. Services will also be determined sustainably, taking into consideration potential demography’s and their needs, which will be distributed thematically to encourage easily accessible amenities. Moreover, buildings throughout will be varied in typology to encourage diversity and integration of social classes, this will typically include disparities in building height, density, building ground coverage and other elements.

A key part of this masterplan will focus on connectivity and accessibility, bringing people closer together by designing a functioning and adaptable street network system, while more specifically, this will link segregated and isolated areas to their surroundings, infilling barriers between communities. A sound street network is a necessity in an urban area as it provides the foundations for a well-formed and resilient metropolis. General accessibility will be improved drastically, with a stress of importance surrounding the reduction in prioritisation for personal autonomous vehicles in the city. Alternative methods of transport will be interwoven into this masterplan, for example the city’s few cycle lanes will be replaced by a fully connected and operative cycle network and prioritisation taken away from the M8 as the easiest form of movement in and out of the city and instead weighted towards public transit.

Existing green spaces will be utilised more effectively by connecting efficiently to surrounding neighbourhoods and districts.

Potential green areas will be designed logically to fit in with prospective block formations and will be again considered at a human scale to seamlessly exist within the masterplan. A more continuous and linked green system will encourage community identity while allowing a solid and incessant ecological network to form.

Furthermore, areas of likely flooding will be focused for possibilities of SUDS, potentially being interwoven into the proposed extensive ecological network.

Various socioeconomic issues will also be taken into consideration through the masterplan. A general increase in building density around

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4 Page 50

4.0 Proposed Concept Plan N

ow that problem areas have clearly been identified and a consensus formed of what direction of redevelopment methods to focus upon, it is possible to start making more accurate alterations to the framework of the city. Similar to the Existing Concept Plan, fundamental characteristics can be identified and are not only warranted individually, but again contrasted and compared with one another where necessary to demonstrate the full potential of High Street and its surroundings. Comparative elements include Nodes, Urban Capacity, Street Hierarchy, Ecological Network, Public Transport and Cycle Network. Change to any urban fabric requires enormous economic and political dedication and risks the displacement and possible breaking of existing communities.

Consequently, any proposal which adjusts urban form even slightly has to be completely and thoroughly justified.

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Port Glasgow

Sighthill Royston

Gorbals

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Legend Edinburgh

Nodes Neighbourhood District Neighbourhood & District Urban Capacity (Relative Density Scale)

Nodal Density I Nodal Density II Nodal Density III Street Hierarchy High Speed Roads Urban Main Street Local Main Street Proposed Urban Main Street Proposed Local Main Street Ecological Network Open Green Space Linear Green Space Open Water Proposed Expansion

Carntyne

Dennistoun

(Tree lines, SUDs, Connectors)

Public Transport Train Station Rail Line Low Level Line Bus Route Subway Cycle Network Off Street (Dedicated) On Street (Designated)

Tollcross

Bridgeton

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4.1 Nodes + Street Hierarchy P

**It is important to set some rules about nodes and density before elaborating on the proposed plan at hand. Nodes are typically defined by their services, but also their surrounding density.

Characteristically, relative high building densities exist at a 200m radius around a district node, while relative medium density make up the further surrounding 200m. Further afield is most likely the district edge, as this is 400m, or a five-minute walk from the nodal point. Neighbourhoods follow a very similar rule, though they tend to differentiate in services in comparison to district nodes, though building densities and radii are typically similar.

However, relative medium building density makes up the inner 200m radius, with relative low density consisting of the outer 200m ring, and again, the outer of this 400m pedestrian shed is likely an edge.

Nodes cannot be planned sporadically, they are an indication of services, though global services can be located theoretically anywhere, the location of local services relies on surrounding density, street network formation and transit network.

erhaps the most notable change of the plan is the abstract removal of the M8. Carriageways transporting vehicles will still exist through very similar coordinates to the motorway, however, the street will be a boulevard at ground level, rather than traversing on stilts through the air. Most importantly, these streets allow for greater permeation from more thoroughfares throughout the city. Currently junction 15 acts as a sole feeder of traffic in and out of the east of Glasgow, however in the proposed plan it is possible to see five Urban Main Streets connecting to the boulevard. This alleviates congestion problems around the north of High Street and removes the hypothetical barrier that the M8 creates. To further justify the boulevards potential, it can be determined new nodes form at sections of criss-crossing Urban Main Streets due to the natural increase in Betweenness centrality and alleviation of intimidation the motorway once caused. Spacing the traversing Urban Main Streets roughly three quarters of a

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Port Glasgow

Gorbals

Sighthill Royston

Bridgeton

Tollcross

Dennistoun

Carntyne

Edinburgh

Nodal Density I Nodal Density II Nodal Density III Street Hierarchy High Speed Roads Urban Main Street Local Main Street Proposed Urban Main Street Proposed Local Main Street

(Relative Density Scale)

Nodes Neighbourhood District Neighbourhood & District Urban Capacity

Legend

M8

Motorway Dual carriageway Proposed Boulevard Boulevard Urban Main Road Link Indication

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4

kilometre apart allows for clearly distinguishable neighbourhoods to form without merging and creating districts. It can be argued that the natural development of such neighbourhood increases the land value along the boulevard drastically from what it once was as a motorway.

This surge in value provides potential for a significant increase in taxation of land, which would more than pay off the construction costs of the boulevard and prosper for years as a key income for Glasgow.

Currently the area between the city centre and the East End is loose and undefinable, there’s much vacant and derelict land which forms a barrier. Though this acts as a buffer between the city centre and the neighbourhoods of Dennistoun and Bridgeton, the space is certainly falling short of its potential. To remove this notion an Urban Main Street will run from Greendkye Street, past the Barras Market and along to John Knox Street. Implementing such streets increases the Betweenness Kernal Density Estimation of the crossing of Gallowgate and the new street, creating a centre in this space.

Such density and passing trade would certainly take advantage of the currently underused but brilliant services such as the Barras Market, Glasgow Green and Barrowland Ballroom to name a few. From this point it is logical to apply Local Main Streets evenly between the existing and proposed Urban Main Streets in the Calton area, improving accessibility. The formation of a district in Calton partially eliminates the abstract edge between High Street and the East End. Furthermore, a node in this position conveys well with the existing nodes of Dennistoun and Bridgeton allowing distinguishability, while utilising the space in Calton far more sustainably.

This section will be investigated in more detail during the Foundation Masterplan.

With the likelihood of such neighbourhoods developing along the boulevard, it is important to maintain identities of communities, and make sure that individuality is preserved by preventing the moulding together of more than one neighbourhood. Therefore, reducing the density of Townhead allows a transitional space to amalgamate between a new neighbourhood district to the north of the city centre and the neighbourhoods along the newly formed boulevard. However, it is important that this area is still navigable efficiently and easily, therefore certainly benefitting from Local Main Streets crossing the space, connecting between the existing Urban Main Streets.

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4.2 Nodes + Street Hierarchy + Green Network G

lasgow Green and the Necropolis are two beautiful and iconic places in Glasgow that are simply going to waste. Improving the building density and likely formation of neighbourhoods and districts around both helps realise their potential as what can be considered in most cities valuable and rare assets for everybody to use. The creation of High Street as a central space, likely district and formation of probable neighbourhoods along the proposed boulevard makes the Necropolis a more used and accessible space, similarly so for the creation of a district in Calton and the utilisation of Glasgow Green.

Street between the proposed Urban Main Street and Bellgrove Street acts in a similar fashion, connecting the park and cemetery directly and incorporates continuity of greenery through a system of trees along the street.

Planning building density in such a way allows for the individuality of neighbourhoods and districts, as we have already discussed, which also creates natural low densities in between nodes, providing potential for a connected green network to form. Utilising existing green spaces where possible, it’s achievable to make connections from Glasgow Green, north easterly towards Bellgrove Station, through to the Necropolis, across to former Townhead and further afield. This stops the merging of the innercity district and surrounding neighbourhoods, but also provides accessible green spaces for citizens to utilise throughout the majority of the study area.

Developing an Urban Main Street on a north to south axis through Calton not only allows for a potential district to form but directly connects Glasgow Green and the Necropolis. Currently the connection between the two is disjointed; by implementing a direct and tree lined Urban Main Street helps inspire a continuous green network and encourage far better access to the significant green spaces. Similarly, the proposed Local Main

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Port Glasgow

Gorbals

Sighthill Royston

Bridgeton

Tollcross

Dennistoun

Carntyne

Edinburgh

(Tree lines, SUDs, Connectors)

Nodal Density I Nodal Density II Nodal Density III Street Hierarchy High Speed Roads Urban Main Street Local Main Street Proposed Urban Main Street Proposed Local Main Street Ecological Network Open Green Space Linear Green Space Open Water Proposed Expansion

(Relative Density Scale)

Nodes Neighbourhood District Neighbourhood & District Urban Capacity

Legend

4.3 Nodes + Transit R

Excavating and covering the North Clyde Line between High Street Station and Bellgrove Station allows this hard border to become invisible and permits prospective for a solid and mostly undisturbed urban fabric to form above. Though this is quite an ambitious theory, such results were achievable over 130 years ago with the Argyle Line being placed only 400mm below Argyle Street and with such advances in civil engineering this idea becomes certainly justifiable. The exposure of this line is one of the main reasons why High Street is considered an edge and not a centre, because it’s difficult to develop around borders such as exposed railway lines. Though it can be argued that bridges will connect such fabric, they’re purely compromises, which is a daring strategy on what should be valuable land of such proximity to the centre of the largest metropolis in the country. Any development within the ‘triangle’ that is only connected by bridges will most probably be back in this position, being redesigned in 20 years’ time, a price the city cannot afford to pay.

einstating the City Union Line for domestic purposes connects the north and south of the west of Scotland together by rail seamlessly.

This provides huge potential to recreate Glasgow Cross Station as a key hub for trans-Scottish rail, increasing the amount of people passing through High Street enormously. Furthermore, it is conceivable for this station to serve the existing underground Argyle Line, adding to the notion that Glasgow Cross and High Street are even more central spaces. This not only benefits High Street, but also The Merchant City, Calton and improves the much-needed access to Glasgow Green.

Currently, the surrounding of High Street Station and east of the potential Glasgow Cross Station consists of low to even no building density.

Increasing this density quite significantly provides potential for nodes to form in spaces which are traversed frequently, typically people walking to and from railway stations. For this reason, stations, and transit stops in general, become central spaces and areas which are sought after by secondary services that rely on passing trade, therefore focusing development around key transit hubs is a sensible and sound direction for regeneration.

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Page 61 Public Transport Train Station Rail Line Low Level Line Bus Route Subway Cycle Network Off Street (Dedicated) On Street (Designated)

Nodal Density I Nodal Density II Nodal Density III

(Relative Density Scale)

Nodes Neighbourhood District Neighbourhood & District Urban Capacity

Legend

4.4 Street Hierarchy + Transit + Green Network A

streets are wholly connected this provides great opportunity to create a cycle network that that is fully functioning. Furthermore, the cycle network is now connected to higher forms of transport completely, fashioning a hierarchy of transit in Glasgow. For example, all railway and subway stations within the proposal are accessible by the cycle network and the new cycle lanes will run past all bus stops.

ccessibility is a factor looked past frequently in cities, though public transit is generally good in Glasgow, there are still some improvements that can be made. Buses should ideally travel along every Urban Main Street in Glasgow and the surrounding neighbourhoods.

Density typically formulates around streets of great hierarchy; thus, it is logical to run bus routes along all Urban Main Streets to cater for and provide accessibility between nodes.

Following such pattern also means that all people living in these pedestrian sheds are within five minutes-walk of a bus route. Throughout the centre of the city bus routes have been dispersed to spread traffic more evenly, reducing current stress of a singular route for all buses. Spreading out bus routes also extends bus stops throughout the urban core, dispersing footfall more evenly across Glasgow. To achieve this, it is also required to make all roads where possible two-way traffic.

Glasgow Green and the Necropolis will benefit from such proficient bus and cycle networks as these improve accessibility to these currently isolated places. New bus and cycle routes along the edges of the Green and necropolis specifically make these areas a lot easier to travel to and from, helping to realise their potential.

Moreover, a fully connected green network throughout the periphery of the city’s centre allows for an extensive cycle network within, not only through streets but also parks. This is a space where vehicles cannot go but rather encourage healthier transportation options such as cycling and walking.

A fully connected cycle network has been designed, following a similar code to potential bus routes as cycle lanes will trail along all Urban Main Streets and Local Main Streets. As these

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Port Glasgow

Gorbals

Sighthill Royston

Bridgeton

Tollcross

Dennistoun

Carntyne

Edinburgh

Public Transport Train Station Rail Line Low Level Line Bus Route Subway Cycle Network Off Street (Dedicated) On Street (Designated)

(Tree lines, SUDs, Connectors)

Street Hierarchy High Speed Roads Urban Main Street Local Main Street Proposed Urban Main Street Proposed Local Main Street Ecological Network Open Green Space Linear Green Space Open Water Proposed Expansion

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5.0 Design Area Boundary O

Barras Market, Barrowland Ballroom, Glasgow Green and Necropolis are just a few services in the vicinity which are drastically underused and emit enormous potential. To have one of these services in a typical neighbourhood or district would be an invaluable asset, but to have so many in such close proximity is an opportunity that cannot be ignored.

ur Design Area Boundary was fairly straight forward to decide. It can be argued that Calton is perhaps one of the most underperforming areas Glasgow, somewhere that has huge potential as a ‘place’ with its prime location and plethora of services.

- Land Vacancy Calton’s sheer scale of vacant and disused land provides much opportunity for conceivable development around High Street. This zone acts as a large donut of under-used and underdeveloped land around Glasgow, with Calton being perhaps the worst offender. Such low density and high vacancy of land so close to a prosperous metropolis indicates enormous prospect for growth and renewal.

- Accessibility Glasgow Cross has been identified as a high Betweenness hot-spot, and to incorporate a railway station at this location connecting to all over the country would further increase the amount of people passing through the area.

Hypothetically this station would be a fiveminute walk to Calton, demonstrating the potentially brilliant nation-wide accessibility to the district.

- Fragmented Community + Social Issues The physically isolated residential housing estate in Calton and the below average life expectancy of its residents justifies the need for urgent regeneration within the capacity. Compared to other communities around Glasgow, Calton is probably the most deprived of opportunities, which offers us the chance to design for inclusive and positive change.

- High Street Edge Implementing such urban fabric in Calton would break down the abstract barrier along High Street. Currently High Street is an edge, which struggles to be permeated through to the east due to lack of connection and the simple fact that there is very little there. Creating a district in Calton would provide reason for urban fabric to form east of High Street, allowing the street to become a more central space.

- Unique Services The fragmented neighbourhood is currently rich with unique and valuable amenities, the

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6 Page 68

6.0 Vision C

alton is a significant district, not just in Glasgow but throughout the whole of the United Kingdom. It is a place to come to, what people talk about, where they plan to go and want to be. It bares down as a truly distinctive place with a plethora of services, a district rich with people from all over the world, of all ages and from all walks of life. Distinctive places are usually so because of their uniformity, ease of judgement and fragility, Calton is distinctive because of the exact opposite. It sets the benchmark for diversity at the urban scale, encouraging inclusivity, healthy and environmentally sustainable ways of living, the formation of integral relationships. The impersonal and isolated ways of living in the late 20th century have been sincerely left behind with a strong emphasis placed on the natural establishment of communities which we thrive for as human beings.

Figure 24 - Cafe at Heinrichplatz, Berlin (DoppelBerlin, n.d)

"A good city is like a good party - people stay longer than really necessary, because they are enjoying themselves" - Jan Gehl Page 69

7 Page 70

7.0 Foundation Masterplan T

he Foundation Masterplan takes us one step closer to the final product. Preparing concept plans of the broader city as a system and assessing extensively the notion of change required throughout, it is possible to make clear and well-informed decisions of what needs to be achieved in our more distinct Design Area Boundary. Without analysing the system as a whole, it would be impossible to make these choices. The Foundation Masterplan now allows us to thematically move through the next layer of detail, essentially being stage two of three of creating our masterplan.

Firstly, we focus upon confirmation (areas which will be mostly conserved) and transformation (areas which will be mostly developed) areas.

These set our sights in what blocks and buildings to keep within our study area, but more importantly forces us, as responsible urban designers, to adapt our design around original and existing infrastructure. Once this has been determined we focus on producing a well-connected and efficient street network, with a clear street hierarchy. This is perhaps one of the most important segments of the overall design as the formation and typology of streets determines the centrality and prosperity of the district. Moreover, streets define urban blocks, from which homes and services will formulate and develop, which will require an evaluation of building density along each and every street edge.

These provide the majority of the characteristics to create a detailed masterplan.

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Legend Block Density (Units per Hectare) L= 83L+ 84-99 M- 100-115 M= 116-131 M+ 132-147 H- 148-163 H= 164+

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7.1 Confirmation + Transformation S

imply put, confirmation areas are spaces, typically blocks which will receive little to no attention in the masterplan. These places are generally of high quality already and require little interference. Contrarily, transformation areas are capacities which will be significantly influenced in the masterplan. Confirmation areas however are still important, in that they need to be integrated with any new developments seamlessly. It is important to note that as much as possible should be conserved as to not disturb the already functioning and sufficient urban fabric.

system of blocks, but so be it, discrepancies along streets help us to orientate ourselves and provide distinguishable character to a place. All specialist buildings throughout the site will also be kept, however, this typically coincides with the listed buildings.

- Transformation Calton residential estate will be mostly considered a transformation area, apart from the existed listing buildings within. The reasoning for this is that suburban sprawl does not belong in such proximity to an influential city centre. This is an unjust use of space and completely inefficient and unsustainable. It would be difficult to find any conceivable design which increases the density of the residential estate quite significantly without the removal of such buildings.

Within the Design Area Boundary, there is a juxtaposition of highly valuable and poor-quality spaces. This may seem illogical and out of order, but we’re going to jump straight in and state that the retainment of Glasgow Green and the features within, and specifically the Barras Market and Barrowland Ballroom are indispensable in this project. These places should be considered the most valuable assets when regeneration of Calton occurs and be at the forefront of any type of development, period.

Similarly, to the low-density sprawl of the current residential housing estate, obnoxious supermarkets, such as the one located on Gallowgate, with their homogenous land use and intrusive car parks do not belong so close to an urban core. This is also the case for the for the industrial units which lay west of the supermarket. Gallowgate’s potential being an Urban Main Street is hampered by these two land-uses and should be considered for change.

- Confirmation Generally, towards the west of the Design Area Boundary consists of numerous listed buildings.

In an effort to provide a various mix of old and new, essential to the all-important diversity of the district, all of these buildings will be kept as they are. This can also be considered for the remaining listed buildings throughout Calton.

The fact that they’re sporadic and few and far between provides an even greater level of diverse building typology through the area. Some of these buildings may not fit with the proposed

What makes this site unique in its location is the amount of vacant and unused land. Development of this land causes little to no community displacement and almost acts as a blank canvas, providing flexibility allowing for high quality design to be implemented.

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Page 75 Design Area Boundary

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7.2 Streets + Blocks T

o justify street formation, we have to analyse the three fundamentals which make up an urban place and perhaps the foundations which a city is based around; services, connectivity and habitation. No single factor is more important than the other - successful places only occur when these three elements form a compound.

Mehaffy, et al. (2010) convey such factors which form the urban nuclei as: amalgamation of services and amenities, thoroughfares, local

streets and pedestrian sheds (an area of which services provide for a local neighbourhood).

These four aspects combine through many alternate forms depending on planning policy and ideology around the world, however, the theory we will be focusing on is the Emergent Neighbourhood Model. It should be noted at this point that neighbourhoods cannot be designed but encouraged through the planning of thoroughfares and pedestrian sheds.

Figure 25 - Relationship of Urban Nuclei (Dark Centre), Pedestrian Shed (Dotted Cirle), Neighbourhood (Lighter Centre) + Thoroughfares (Dotted Lines) (Mehaffy, et al. 2010)

Figure 26 - Emergent Neighbourhood Model Urban Nuclei (Large Red Centre), Local Nuclei (Small Red Centre), Pedestrian Shed (Dotted Circle), Overlapping Neighbourhoods (Shades of Red)Thoroughfares (Dotted Lines) (Mehaffy, et al.

2010)

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Page 77 Design Area Boundary

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7.2.1 Urban Main Streets U

nfortunately, masterplanning on a district and city-wide scale over the past century has seen the toying around of street and block formations, breaking away from traditional conventions. Though historic street creations vary through typology, from concentric form, to the simplistic grid effect, arterial street crossings would typically merge at distances of 350-450m (five-minute walk) as can been seen in Kyoto, Japan and Damascus, Syria. However, we can see that modernist developments such as Milton Keynes, United Kingdom and the dissipation of Houston, US have crossed into a basis of planning around the motor vehicle, rather than the pedestrian. This has resulted in Urban Main Streets crossing at up to 1000m (12-13-minute walk) apart, simply out of the scale of what would be considered a convenient walking distance to services and amenities.

Currently the distance between High Street and Bellgrove Street, parallel thoroughfares, is 1000m, without any other Urban Main Streets traversing.

This provides opportunity to implement a new thoroughfare roughly half way between the two streets to convey a historic and a pedestrian scale formation of street hierarchy. The application of this new street would not only make Calton a central place, but also eliminate the abstract edges of High Street, Bridgeton and Dennistoun. What appears logical is to tee into the existing street by modifying the Urban Main Street along Glasgow Green (Greendyke Street) and to slightly dissect the Green to join up to Bain Street. Taking away some of the park may cause controversy, however the benefits created in greatly centralising Calton more than outweigh the loss of a slight fraction of the Green. At the Bain Street/Gallowgate junction, the Urban Main Street will carry on in a rather straight forward fashion north and connect to John Knox Street.

Mehaffy, et al. (2010) - ‘…the ‘400m rule’ is a timeless pattern in city evolution that emerges whenever the urban fabric is the outcome of a historical self-organised process of formation. …correctly balances the need to navigate urban space effectively on foot, with the competing need to maximise the use of space for developing buildings and activities at a proper density.’

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Figure 27 - 400m x 460m Street Formation Kyoto, Japan (Google Maps, 2019)

Figure 28 - 400m x 460m Street Formation - Damascus, Syria (Google Maps, 2019)

Figure 29 - 900m x 1050m Street Formation Milton Keynes, United Kingdom (Google Maps, 2019)

Figure 30 - 775m x 725m Street Formation Houston, Texas, United States (Google Maps, 2019)

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7.2.2 Urban Nuclei + Local Main Streets T

path’ and ‘completion path’. The majority of these streets already exist in the Design Area Boundary but however play a part in the natural development of Local Main Streets. Within such block a ‘sanctuary area’ forms, which is effectively sheltered from the surrounding thoroughfares as it’s less central. These spaces consist of Local Streets which form typically perpendicularly to the arterial streets. As the complexity of these streets prosper, short cuts between Urban Main Streets emerge, creating paths of higher Betweenness within the sanctuary areas. These eventually become the greater of the Local Streets or can be simply considered Local Main Streets (Mehaffy, et al. 2010). Therefore, it has been decided to implement Local Main Streets that dissect such blocks into relatively even quarters, and that also adhere to existing street formations where possible to minimalize the need for change and connect to existing areas outside of the Design Area Boundary. For example, a Local Main Street has been planned to connect directly from Ingram Street/High Street to Bellgrove Street – directly outside of Bellgrove Station. Centres are formed within sanctuary areas where Local Main Streets traverse, which will likely generate a local focus, holding similar characteristics to the urban nuclei in the sense that amenities and services will probably form but to a lesser extent.

he importance of Betweenness centrality cannot be stressed enough. To provide perspective to its significance in planning we can consider historically that Betweenness has been the reasoning for the formation of many towns and cities around the world. Observing historical maps, it’s evident that settlements would typically form at the crossing of thoroughfares – this isn’t coincidence, this is centrality. Why would a shop owner set up a kilometre away from the crossing of two key streets? Simply, they wouldn’t, rather they would base at the street crossing where more passing traffic and trade was likely. This is still an important factor today and to an extent, is why research into location of services plays a big part in decision making for companies that rely on passing trade. For this reason, it is vital that the urban nuclei be based at the crossing of thoroughfares.

Due to the potentially high Betweenness centrality and existence of considerable services, such as the Barras Market, it can be theorised that the crossing of the newly implemented Urban Main Street and Gallowgate will naturally form the new urban nuclei. Thus, we can consider this point a ‘generator point’, a centrally specific spot from which Urban Main Streets disperse known as ‘generator paths’ and create a hypothetical 400m x 400m block through a ‘connector

Page 80

Figure 32 - Detailed Emergent Neighbourhood Model (Mehaffy, et al. 2010)

Figure 31 - The '400m rule' (Mehaffy, et al. 2010)

Figure 33 - Basis of Street Formation considered for Calton Page 81

7.2.3 Local Streets + Blocks L

most traversed street; in relation to the Foundation Masterplan we have already determined that the Gallowgate and new Urban Main Street junction be the key focal point in this segment, while Gallowgate is the most likely street to be passed through of the two due to its direct connection to the central business district. This provides the basis for the configuration of blocks, firstly laid out sequentially along Gallowgate, and then along the new Urban Main Street. This algorithm is worked through a hierarchy of streets and the probable durable sequence they were developed. Generally, as blocks are determined by street hierarchy, when both urban and Local Main Streets were justified block wise, this intuitively justified our Local Streets. Adhering to typically rectangular block ideology provided internal spaces within Local Streets and between blocks to develop locally central pocket parks.

ocal Streets make up the remainder of the sanctuary areas, these are streets of the lowest hierarchy, traversed most infrequently and are almost always residential in purpose. By researching existing historical blocks in Glasgow, we can determine a dimensional guide of how these Local Streets would likely form. Three examples have been taken from inner-city areas that we consider should share similar urban form to Calton due to their location, these are blocks in Deninstoun, Great Western Road and Dowanhill. The dimensions of such blocks are 165m x 73m, 125m x 82m and 122m x 70m respectively (centre of street to centre of street), thus blocks throughout the Foundation Masterplan are strategically similar to these samples. To project these blocks, we have to consider the most natural and likely form streets would take. It can be determined that the long edge of a block extends from the urban nuclei along the

7.2.4 Resilience + Flexibility of Network A

claiming a more rigid type of street structure can be successful, if not more successful than perhaps an organic and natural theme. Martin claimed ‘…an artificial frame of some kind does not exclude the possibility of an organic development. …an ‘organic’ growth without the structuring elements of some kind of framework is chaos.’ There is structure and order in nature – it is not an inconceivable blur, so whereas the street network we have proposed may seem predetermined, there is good reasoning for this, to function at a city scale as we have discussed earlier this section. The short, straight, well connected streets that we have determined throughout contribute to a design that can be considered more ‘human/living’ than ‘mechanistic/artificial’ as highly central places encouraging social inclusion.

t this point we would like to explain that the street network we have produced may seem very rigid and dependable, perhaps lacking in originality and a less organic formation. Porta, Rofè and Vidoli (2016) cover this topic in two key lights. Firstly, it can be determined that the city be viewed in either a mechanistic/conventional or human/living way – these two theories being coined as System B and System A respectively by Christopher Alexander.

Emphasis has been placed on the latter form of development as the type of growth we should be aiming for as planners, evolving in such a way that informal social participation (or inclusion) be the basis of what we plan for and the root of our needs as human beings. Leslie Martin picked out Alexander’s theories in the second half of the 20th century, Page 82

Figure 34 - 70m x 122m Block - Hyndland, Glasgow (Google Maps, 2019) Figure 35 - 70m x 125m Block - Great Western Road, Glasgow (Google Maps, 2019)

First Street to Form

Urban Nuclei

Block 1

Block 2

Figure 36 - 70m x 122m Block - Dennistoun, Glasgow (Google Maps, 2019)

Figure 37 - Block Formation

Page 83

Second Street to Form

Third Street to Form

7.3 Densities T

ypically speaking, density formulates around the urban nucleus as people like to be close by to services because of the convenience of accessibility.

As the distance increases from the node, building density tends to decrease, this is common in many cities. Another factor influencing the justification of density is the street type, whether an Urban Main Street, Local Main Street or Local Street – higher street densities exist along higher tier streets and vice-versa. Taking these two aspects into consideration we can assign nine densities from high plus, to low negative throughout, however, these densities will be relative to the existing densities in and around Glasgow. The true meaning and application of these densities will be covered later in this booklet.

The argument we take from the quote below is that centres are not specifically points, but places, they are not defined by density only, in fact centres form typically from services and connectivity and can be surrounded by a constant high density. In the case of Calton with its proximity to the city centre, we are provided with a chance to build at a sustainably high density, and to not be scared of developing in such a fashion. People should be allowed the choice to live in areas of high density or low density, it might be someone’s preference to live isolated in suburbia – this is fine. There are numerous examples along Glasgow’s periphery of low-density sprawl where this is possible, however these conurbations are decreasing in population.

Evidence suggests that between 2001-2011 the population of Glasgow’s city centre grew 44% from 19,700-28,300 (BBC, 2018) and it doesn’t show any signs of slowing soon with the amount of current development in place. Because of this we can take inspiration from the above quote, that Glasgow can start pushing its city centre outwards where possible, with Calton being a prime example.

Since Calton is proposed to be a district as an elongation of Argyle Street, it’s safe to assume that the centre of the district node be surrounded significantly by relatively high density.

Quote from British planner Patrick Abercrombie: ‘Berlin is the most compact city in Europe;

as she grows, she does not straggle out with small roads and peddling suburban houses, but slowly pushes her wide town streets and colossal tenement blocks over the open country, turning it at one stroke into full-blown city’ (Hall, 2014).

7.3.1 Myth of Density + Overcrowding D

ensity and overcrowding shouldn’t be confused. Overcrowding can be considered as more than two people living in one room, whereas density is the number of units over a certain area of land. Developing at a relatively high density allows for people to be closer together, increasing the likelihood of social interaction, can sustain forms of

urban transit, such as light rail and BRT (bus rapid transit), improve walkability of neighbourhoods and thus reduce vehicle traffic, reduce building costs, etc… The list goes on – another booklet and more could be written on the benefits of building at a relative high density.

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8 Page 90

8.0 Coding + Building Typology A

lthough the word ‘building’ generally has one meaning as a noun, the variable types of buildings are truly extensive. Therefore, we cannot just leave to chance the formation and typology of buildings that make up urban blocks, this decision has to be thematically determined.

To create context, the largest building in the world by volume is Boeing’s Everett Factory in Washington State, US. By definition this is a building, so surely it would be acceptable to construct a replica in Calton? This is obviously an exaggeration, but the premise exists for what’s happening particularly often in the UK – irresponsible building typologies are being granted planning permission, presumably due to pressure from a lack of housing and the misguided opinion that ‘some development is better than no development’. This leads to poor placemaking, usually rendering a place characterless that lacks any real identity providing a quick fix of cash for developers.

To establish sustainable and resilient change we have researched a form of development called Plot Based Urbanism and considered a document called the Local Urban Code (LUC) to examine existing and well-designed blocks currently in Glasgow. We further strategically plan the likely ground floor active frontage of Calton and from this prior information create an example of a Plot Passport, a document used to determine individual plot characteristics. Building typologies will vary throughout, and anomalies created for special places, typically amenities that require significant space - methods to integrate with existing buildings will be overviewed.

These factors help define to a certain extent the proposed blocks in the development.

Figure 38 - Boeing's Everett Factory - Washington State, United States (Thomas, 2018)

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8.1 Plot Based Urbanism P

lot Based Urbanism is a phenomenon that originates from Jane Jacobs’ (1961) theory of ‘gradual money and cataclysmic money’.

This is the argument that masterplanning, on a rigid and clearly measurable and defined scale accumulates to poor design. Cities are ever evolving organisms – they are never complete.

Planning on large scales in the past, such as slum clearance and renewal (a primary example of cataclysmic development), with a prescribed way of living and very little diversity has often ended in failure. Perhaps the most iconic example of this is Pruitt-Igoe, an idealistic housing project in St, Louis, Missouri, which resulted in physical isolation, social segregation and never seen before socioeconomic issues. In fact, the development lasted a mere 18 years before it was demolished, demonstrating the horrendous conditions of living in such uniform environment. Rather spaces should develop individually as diversity is essential to creating great ‘places’.

small-scale tenement or terraced house can.

At this scale, changes can be made to the use of the building to allow for any possibility of alteration through time, which is inevitable.

Therefore, units which typically make up a plot have to be individual to their current needs and as a result create diversity and identifiability at a human scale. Designing at the individual scale encourages piecemeal development and a range of possible uses due to the flexibility of the urban fabric. Though this is important, it’s also vital that such plots and units cohere as part of a larger organisation, perhaps as a neighbourhood or a district. Romice + Porta (2015) state that following these simple guidelines results in places ‘resilient to risk, encourages informal participation and respects local culture’.

Furthermore, a sincerely heterogeneous block made up of various types of buildings, appeals to various types of people, generating an assortment of demography’s, intermingling people of different ages, backgrounds, job types and removing any likely form of ignorance and prejudice (Alexander, 1977). Such extensive social diversity also benefits the public realm of a street, as different types of people will likely use the thoroughfare at different times of the day, developing the street as a justly utilised component (Jacobs, 1961).

Contrary to large scale development is letting growth and change happen more naturally.

Designing buildings at plot scale, rather than block (or superblock) scale allows for a range of building typologies to form. This generates resilience in urban form; a large housing block cannot adapt to change in the same way that a

Page 92

Figure 39 - Pruitt-Igoe Housing Projects - St. Louis, Missouri (The Guardian, 2015)

Figure 40 - Diversity at the Finer Scale - Java Island, The Netherlands (Buildingbutler, n.d)

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8.2 Local Urban Code T

hrough our Foundation Masterplan we developed block formations, determined by street edges and their respective building density.

However, these densities are purely figurative and provide only relativity to one another. There is no such thing as ‘high density’ or ‘low density’, only when context is applied do these words have

meaning. To help us apply an actual value to these abstract figures, we used a document called the Local Urban Code, compiled by former students of the Urban Design course at the University of Strathclyde, which is essentially a dictionary of the built form of Glasgow. The document takes examples of blocks from around the city and is

Table 1 - Local Urban Code Plot Characteristics Density

Units Per Hectare 168 150 150 150 139 136 136 124 235 124 115 110 119 103 103

Plot Depth Plot Frontage Width 24M 16M 24M 19M 26M 19M 29M 20M 24M 11M 12M 20M 32M 14M 26M 15M 28M 17M 31M 28M 25M 15M 25M 25M 33M 9M 19M 21M 19M 21M

Stories Building Plot Coverage 4 97% 4 70% 4 60% 4 51% 4 68% 4 47% 4 44% 4 60% 4 69% 4 35% 4 50%+ 4 50% 3.5 43% 3 46% 3 46%

Residential

H+ H+ H+ H= H= H= HHHM+ M+ M+ M= M= M= MMML+ L+ L+

Hierarchy of Street UMR LMR L UMR LMR L UMR LMR L UMR LMR L UMR LMR L UMR LMR L UMR LMR L

L= L= L=

UMR LMR L

77

40M

8M

2

100%

LL-

UMR LMR

-

-

-

-

38% (less on corner plots) -

L-

L

-

-

-

-

-

-

Page 94

0% 0% 50% 100% 0% 100% 100% 80% 100% 100% 100% 100% 100% 100% 100%

-

structured from moderate density to very high density, containing characteristics and values of the buildings that make up these spaces. With such a tool, we can determine to a very accurate degree the likely actual density of blocks and more specifically the building typologies within. This provides structure, rather than an unjust chaos of building types throughout the development, though it should be noted that the LUC is a guide only and should be applied responsibly with an open mind.

We worked through the LUC thematically, interpreting different figurative densities and their likely counterpart in the document.

We noted the likely densities and typologies according to two factors – the density in the Foundation Masterplan and the street hierarchy these plots fronted onto. The following table represents these characteristics.

Mixed Use Active Frontage

Distance to Street

Building Typology

0% 100% 50% 0% 100% 0% 0% 20% 0% 0% 0% 0% 0% 0% 0%

0% 90% 45% 0% 100% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%

0M (PER) 0M (PER) 2M 4M 0M (PER) 5M 5M 0M (PER) 1.5M 0M (PER) 0M-5M 2.5M 2.5M 3M 3M

0%

0%

8M

Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached Line single aggregated in row attached Line double aggregated in row attached Line double aggregated in row attached or Single family aggregated in a row Single family aggregated in a row

-

-

-

-

-

-

-

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8.3.1 Terrace/ Row House Building Typology: Density + Street Hierarchy:

Single Family Aggregated in a Row Attached L= Local Street

T

he lowest density buildings in this plan is terraced housing, strategically designed along the easterly periphery of Calton, sticking to the perimeter green network and traversing along the least passed through streets. As this is the inner city and not suburbia, there are only a small amount of these buildings and are the only typology to house single families. It is important to note that these buildings are attached – semidetached and detached structures have decided not to be incorporated into the design as they

demonstrate unsustainable land use for inner city urban form. These buildings are two stories in height, have a private front garden of at least 4m and form naturally deeper plots than most other building typologies in the plan. As they’re relatively low density and completely residential, building ground coverage is below 50%. Terraced housing is very traditional and formulates back to the industrial revolution as an inexpensive and efficient way of housing workers.

Figure 41/42 - Terrace House - Strathbungo, Glasgow (Google Maps, 2019) Page 96

8.3.2 Postmodern Tenement Building Typology: Density + Street Hierarchy:

Line Double Aggregated in a Row Attached L+ Local Street, L+ Local Main Street

A

t a slightly higher density follows the typology of the postmodern tenement, this character of building holds discrepancies to the traditional tenement in that its density is roughly midway between that of a traditional tenement and terraced housing. This building is typically three stories in height and accommodates multiple families at two units per storey, with a

slight setback from the plot front, though not as much as the terraced house. However, building ground coverage is still below 50% and are wholly residential. This building typology was developed after WWII as a partial remedy for the demolition of traditional tenement blocks and is still constructed today in inner-city developments.

Figure 43/44 - Postmodern Tenement - Ibrox, Glasgow (Google Maps, 2019) Page 97

8.3.3 Townhouse Building Typology: Density + Street Hierarchy:

Line Single Aggregated in a Row Attached M- Local Street

I

t has been common practice to generate former single-family inner-city townhouses into numerous apartments, Edinburgh can be seen as a prime example. This perhaps demonstrates the dispersal of families living in cities to suburbia.

However, building in this form provides the opportunity to offer multiple-family living on

the smallest possible plot as townhouses are archetypally one unit wide. They hold a similar density to the postmodern tenement and stand three to four stories high. Likewise, to the previous typologies examined, building ground coverage is below 50%, solely residential and is set back from the street edge.

Figure 45/46 - Townhouse - Kelvinbridge, Glasgow (Google Maps, 2019)

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8.3.4 Traditional Tenement Building Typology: Density + Street Hierarchy:

Line Double Aggregated in a Row Attached M- Local Main Street to H= Urban Main Street

B

uilding which share similar elements to the traditional tenement make up the majority of this plan. The tenement blocks are perhaps the most efficient and logical way to build, especially towards the urban core and are typically higher density than the previously covered typologies.

Building ground coverage is mostly above 50% and depending on street tier and density determine a combination of residential and mixed use. There are also variations according to these elements about whether buildings butt up to the street or are slightly set back and also that they won’t exceed four stories in height, only in the case of high-density areas where this can be five under special circumstances.

urban fabric. Such density allows for various methods of potential public transit to become economically and socially sustainable and allows services to form within walking distance of dwellings due to the sufficient amount of people living in close proximity. These buildings are also very flexible, and can accommodate residential units, services, amenities, offices and plenty of other urban requirements, allowing for change of use when required. Tenements keep density at an inclusive level, it is frequently argued that developing too tall, such as towers in the park, or too wide, such as suburban sprawl isolate people and families. Tenements permit informal participation as they work at the human scale.

They effectively allow communities to form at street level, yet are not too tall as to disconnect dwellers from this social cohesion below.

This building typology created cities as we know them today, it provides the foundations for a solid

Figure 47/48 - Traditional Tenement - Kelvinbridge, Glasgow (Google Maps, 2019)

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8.4 Altered Local Urban Code A

s the LUC is only a guideline for building typologies, we have taken into consideration the characteristics of the existing blocks in Glasgow and created a generalisation for each element, which has helped us in designing specifically the likely plot formations. Discrepancies have been

created to formulate our own system of plots and tailor to what we consider necessary characteristics to help achieve our vision of Calton.

Plot Width + Depth Plot width has remained relatively similar to that

Table 2 - Alteration of Local Urban Code Plot Characteristics Density

Hierarchy of Street

Frontage Width

Stories

Building Plot Coverage

Residential

Mixed Use

H+

UMR

H+

LMR

H+

L

H=

UMR

16M (2 units @ 8M)

5

75%

0%

100%

H=

LMR

-

-

-

-

-

H=

L

-

-

-

-

-

H-

UMR

19M (2 units @ 9.5M)

4.5

70%

0%

100%

H-

LMR

19M (2 units @ 9.5M)

4

60%

25%

75%

H-

L

20M (2 units @ 10M)

4

50%

75%

25%

M+

UMR

12M (2 Units @ 6M)

4

65%

25%

75%

M+

LMR

10M (1 unit @ 10M)

4

50%

75%

25%

M+

L

14M (2 units @ 7M)

4

45%

90%

10%

M=

UMR

15M (2 units @ 7.5M)

4

60%

50%

50%

M=

LMR

17M (2 units @ 8.5M)

4

50%

100%

0%

M=

L

28M (4 units @ 7M)

4

45%

100%

0%

M-

UMR

16M (2 units @ 8M)

4

55%

90%

10%

M-

LMR

13M (2 units @ 6.5M)

4

50%

100%

0%

M-

L

9M (1 unit @ 9M)

3.5

45%

100%

0%

L+

UMR

-

-

-

-

-

L+

LMR

19M (2 Units at 9.5M)

3

45%

100%

0%

L+

L

19M (2 Units at 9.5M)

3

40%

100%

0%

L=

UMR

-

-

-

-

-

L=

LMR

-

-

-

-

-

L=

L

8M

2

40%

100%

0%

L-

UMR

L-

LMR

L-

L Page 100

in the LUC, as we see no valid reasoning for this to be altered. However, plot depths are determined as a scale in relation to the block depth, typically half way but altered depending on additional circumstances.

density building typologies, such as terraced housing, postmodern tenements and townhouses will conform to between 40-50% building plot coverage. Similarly, traditional tenement typologies will formulate between 50-70%. It is important to note that if following this rule generates a building deeper than 17.5m, this will not be accepted, but instead stopped at this distance. A building deeper than this would be considered far too elongated and hamper the potential natural sunlight and ventilation that the dwelling receives. To develop deeper would require for units to be implemented both to the front and rear of the building, again, compromising such necessities.

Stories Building height again remains very similar to that in the LUC, however, we have decided that it is feasible to allow the implementation of five storeys in central, very high-density spaces. This has been used to create a statement of potential focal points and spaces of significance in the masterplan.

Building Plot Coverage We have followed the conventions in that lower

The Built Front

Distance to Street

Building Typology

Active Frontage

PERIMETER

Line double aggregated in row attached

-

-

-

-

-

-

Active Frontage

PERIMETER

Line double aggregated in row attached

Active Frontage

PERIMETER

Line double aggregated in row attached

Active Frontage

1.5m

Line double aggregated in row attached

Active Frontage

PERIMETER

Line double aggregated in row attached

Active Frontage

PERIMETER

Line double aggregated in row attached

Low Privacy

1.5m

Line double aggregated in row attached

Minimum Privacy

PERIMETER

Line double aggregated in row attached

Minimum Privacy

PERIMETER

Line double aggregated in row attached

Low Privacy

2.5m

Line double aggregated in row attached

Minimum Privacy

PERIMETER

Line double aggregated in row attached

Minimum Privacy

PERIMETER

Line double aggregated in row attached

Low Privacy

2.5m

Line single aggregated in row attached

-

-

-

Minimum Privacy

PERIMETER

Line double aggregated in row attached or Bourgeoise Townhouse

Moderate Privacy

2.5m

Line double aggregated in row attached or Single family aggregated in a row

-

-

-

-

-

-

High Privacy

4-6m

Single family aggregated in a row

Page 101

Distance to the Street + Building Privacy Critiquing densities and street hierarchy we can determine the likely scale of ground floor privacy for each building type, which allows us to define certain physical elements of the building at hand.

There are five sets of privacy types: 1.

Active Frontage Active ground floor frontage typically consists of amenities and services at the neighbourhood, district, or even on a global scale. These buildings are almost always tight up to the street edge and tend to be very exposed towards the street, with large doors, windows and openings. This creates the notion that the pavement and inside of the ground floor unit are almost seamless, in that the unit is an extension to the street. However, active frontages can be determined at certain hierarchies, for example, the likely intensity of ground floor active frontage is much more probable on Urban Main Streets than Local Main Streets, and typically in areas of higher building density. From this we can determine that this very low level of privacy will likely occur along high neutral (H=) density on Urban Main Streets, high negative (H-) density on urban and Local Main Streets and medium positive (M+) density on urban and Local Main Streets.

Concentration of active frontage is more likely along high density (H=, H-) Urban Main Streets, whereas will be more sporadic on high density (H=, H-) Local Main Streets and medium positive (M+) urban and Local Main Streets. As established previously it is also likely that some active frontage will form at the crossings of Local Main Streets and at the junctions of Local Main Streets to Urban Main Streets.

2.

Minimum Privacy Minimum privacy holds certain similar elements to active frontage, in that the buildings are tight up to the street edge. However, the ground floor units are most probably not active and more likely residential, private office space, or of other use that isn’t inviting to the public. These typically have smaller windows and doors, essentially creating the effect that there is a clear public to private boundary between the street and the building. This type of frontage makes up the remainder of the Urban Main Streets and Local Main Streets that are not active frontage.

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3.

Low Privacy It’s very unlikely that there will be any active frontage along these streets as they’re local in nature, and most likely that the whole building use will be residential. Though as the building density is relatively high at high negative (H-) and medium plus (M+), there will only be a slight setback of 1.5m from the street edge to building front. This generates a slight transitional space between the building and the street, which is private but essentially provides the notion that it is a semiprivate space as it’s in plain sight and completely visible to passers-by.

4.

Moderate Privacy As densities decrease and become perhaps less urban, the privacy of Local Streets will increase. For the remaining Local Streets, apart from low neutral (L=), the distance between street edge and building front has increased slightly to 2.5m, increasing this transitional zone from public to private space.

Similarly, though, this space is still be semi-private, as it is visible to passing footfall.

5.

High Privacy The highest building privacy will be the terraced housing, which consists of only low neutral (L=) densities along Local Streets. These have private frontages of 4m plus where possible, generating a truly conceivable private space at the front of the building. This provides the option to the owner whether this space will likely be fully private or opened up as a semi-private space to integrate into the streetscape.

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Likely Active Frontage

Legend

Building Typology Residential Terraced (Single Family) Townhouse (Multi-Family - Single) Tenement (Multi-Family - Double) Tenement (Multi-Family - Multiple

Specialist Education Public Facility Office Train Station Confirmation/Existing

Street Features Road On-Street Parking Cycle Lane Bus Stop Raised Area Pedestrian Crossing

Open Space Open Green Private Green Private Yard Public Pathway Children’s Play Park

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8.5 Plot Formation A

s we’ve confirmed the likely block specifications and formations in the Foundation Masterplan and now the prospective building widths and typologies, we can focus on designing at the finer detail, deciding the establishment of plots. When laying out plots, it’s important to follow the likely natural development of buildings along street edges. Plot formation follows similarly to the conventions surveyed of street emergence and block materialisation, determining a chronological emergence of buildings and plots.

by organising street fronts of blocks into three hierarchies, the first street front to be developed, the second and the third (last). Street front tier ‘1’ is usually entire, running the whole section of the street front from one end of the block to the other, these typically develop along Urban Main Streets and Local Main Streets. Tier ‘2’ streets are the second most likely street to form and are usually a lower street hierarchy than the first, or similar built likely constructed at a later date.

These amass perpendicularly to street ‘1’ usually behind the last plots of such street. Tier ‘3’ streets would develop naturally last, and are usually the lowest street hierarchy, these buildings and plots are expected to accumulate parallel behind street ‘1’. Following such rules, we have been able to plan out the likely plot amalgamation of Calton.

Previously constituting a ‘generator point’ alludes a starting point from which buildings likely form along ‘generator paths’. From this we have placed plots through their likely sequential occurrence

2

3

1

Figure 49 - Plot Formation Page 105

8.6 Plot Passport T

he plot passport is a document tailored for each individual plot throughout the site, regulating certain characteristics of how a plot may be developed on. So far, we have covered the importance of diversity at a fine level and created a very specific overview of the likely formation of plots and buildings throughout Calton. The proposed buildings are representational of the probable materialisation throughout – as developers will be purchasing plots, naturally they will want to create bespoke designs depending on their needs, or their customer’s needs. A diverse range of buildings through each individual plot is precisely what we want to achieve, however, as justified in the introduction to this section, it is important to develop responsibly, which means, to an extent we have to enforce specific planning policies. Such policies will be determined by the character area of the site, judging from the hierarchy of street the plot fronts onto, the proposed density of the area surrounding and the potential a street holds as a place, whether that be the predominantly residential or mixed use.

Following passport policies directly will result in a swift and quick acceptance from the planning department. Such savings of time and money will likely encourage people to follow the advisories in the plot passport. However, if someone sees it justifiable to contradict certain policies, they have the right to apply outside of the rules. This will take longer for the application to process and likely cost more as a result. If such method is undertaken, the unconventional development will likely hold strong socioeconomic grounds for why it should be granted planning permission and will be worthwhile to the developer to invest more time and money into the project.

Challenging of the plot passport is recommended as this will introduce elements of miscellany and stipulate identity within an area.

Each plot passport will be distinguishable through a variety of elements. For the sake of providing recognition between all plots a plot code will be applied, acting as a primary key.

Identification of plot type will be determined by the tier of street the plot is situated on, the proposed building density of the block, likely character of such street and rough estimation of building area.

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Six areas have been identified as variables for the plot passports, these create the recommended characteristics of such plots, including: 1.

Façade Set Back The buildings relationship with the street is one of the most important elements to determine the social atmosphere of a thoroughfare, a key method to portray building privacy is through the distance between the street edge and the building front.

4.0000

4.0000

2.

Side Offset Building typology determines the likely physical relationship with immediately surrounding buildings, whether this be attached, detached, or semi-detached/attached along one edge and not the other (If a building should be semi-detached, it should be made clear at which side of the plot).

12.0000

4.0000

3.

Building Height Building height is assessed in metres and does not include the height of the roof. Roofs should not exceed 4m in height, however, the height of a building is very closely related to the required number of stories and the likelihood of active ground floor units.

12.0000

4.

Active Frontage/Ground Floor Height The acquirement of ground floor active units should be allowed to occur naturally due to the centrality and hierarchy of a street.

Some plots will be specifically designated for ground floor active frontage to keep with necessary continuity of services along the street edge. In other words, these are plots which are prohibited from fronting ground floor residential units onto the street.

Furthermore, buildings of active ground floor frontage are required to have a ceiling height of at least 4m.

5.

Number of Units Per Building Depending on the height and width of the building and ground floor usage, the number of units in a structure can vary greatly.

It’s important to determine that exceeding a certain number in a building creates entities which would be far too small at the human scale, on the contrary a building should not be used for one sole unit unless this can be justified strongly by the developer.

4.0000

4.0000

6.

Amalgamation of Plots To encourage resilience in urban form we have warranted the importance of plot-based urbanism and designing at the fine scale. Amalgamation of plots should be avoided unless grouping can be justified. However, diversity at the global scale can be created through small-scale uniformity in certain circumstances.

It should be assumed that no amalgamation of plots be allowed unless stated otherwise in the plot passport.

12.0000

4.0000

12.0000

Page 107

Plot Passport Plot Code: 177BARAV

4.0000

Address: 177 Barras Avenue Plot Type: Mixed Use Street Hierarchy: UMR Density: H-

Faรงade Set Back

0M

The faรงade must not be set back at all. It should be in line with the street edge to create an immediate transitional space between the street and ground floor active units.

12.0000

4.0000

4.0000

Side Offset

0M 12.0000

Building lines must be attached either side. In no way should this follow the 'detached' or 'semi-detached' building typology due to necessary continuity at street level.

12.0000

Building Height

15.55M 12.0000

The building height must not exceed 15.55m, or four and a half stories, including an active ground floor unit.

Active Frontage

Yes

Ground floor active frontage is required sue to the centrality of the building. Thus, the bottom storey must be 4m tall.

4.0000

Number of Units Per Building

3-10

The ground floor units are allowed to amalgamate into one whole unit. The above three and a half stories must be separated into a minimum of two (vertically), or maximum of eight units (vertically or horizontally).

12.0000

4.0000

Amalgamation of Plots

2

Two continual plots are allowed to be merged, but to more as to encourage diversity in the streetscape.

12.0000

Page 108 12.0000

8.7 Demographics

S

ince it’s difficult to determine how many people will likely be living in a specific unit, and that some buildings, for example within corner plots, may not conform to idealised typical building conventions due to their formation, a true portrayal of the proposed population of Calton cannot be made. However, analysing the amount of proposed buildings, their typology and the sum of confirmed buildings, we can make a rough estimate likely between 18,000-20,000 people as the projected population of Calton. Justifying a specific number is impossible, nevertheless, providing a thematic approximation allows us to validate essential services and amenities within the district.

Page 109

8.8.1 Existing Buildings - Reuse Existing buildings can prove to be a difficulty when creating a masterplan but can also provide inspiration. Many of the historic buildings we decided to keep have been integrated tastefully into our design and have provided numerous opportunities.

our proposed linear green network along the periphery of the district. The importance of diversity, especially of buildings with historic value has been noticed here. We have decided to use the building as a centre piece of the park, with the possibility of becoming an information centre, café, workshop, or a combination of these services. Parks can become problem areas if their surrounding uses are homogenous, as they tend to become places that are only used at certain times and disused the rest, therefore it’s important to take this opportunity and implement these additional uses. Furthermore, this would provide character to what would be a perhaps bland green space.

- Schools There are many former schools that lay abandoned and disused throughout Calton. Such examples of this are the former St. James Public School on Green Street, Tureen Street Public School on Millroad Drive and Alexander’s Public School on Duke Street. All of these schools will be reinstated to their former use; there is a necessity for services such as schools when designing a development of such scale and the most logical and least effort with most gain is to use what’s already available. What’s more these buildings provide a part of history in Calton which is all but gone, and to return these to their former use would certainly bring to life the few remaining elements of the district.

- Bellgrove Abattoir + Meat Market Bellgrove Abattoir is an infamous sight around Calton and Dennistoun, it has remained disused for years, but presents the former lifeblood of the local area. It would be a waste of a structure full of character to look past the potential use for this site. The former abattoir covers a significant area, providing the opportunity for a specialised service to take over here, such as an exhibition centre.

- 100 Tobago Street Existing historic buildings are sporadic throughout Calton and are randomly laid out, one such building is located in the centre of

Page 110

Figure 50 - Alexander Public School, Duke Street (Authors Own Photograph)

Alexander Public Primary School

Figure 51 - Tureen Street Public School, Tureen Street (Google Maps, 2019)

Tureen Street Public Primary School

Figure 52 - 100 Tobago Street (Google Maps, 2019)

100 Tobago Street in Tobago Park

Figure 53 - Bellgrove Abattoir + Meat Market, Duke Street (Authors Own Photograph)

Exhibition Centre

Page 111

8.8.2 Existing Buildings - Integrate I

- 100 Duke Street Determining a balance between keeping each significant building and bulldozing every piece of urban fabric is a skill required by planners.

Assessments need to be made weighting the importance of various and sometimes contrasting elements, which can make this skill rather difficult.

It has been determined to maintain the centrality of the proposed Urban Main Street that the street itself would have to traverse through 100 Duke Street. It

t’s important to consider how existing buildings will be tied in with the proposed infrastructure and buildings, and again need to be tastefully managed so that they integrate seamlessly into the potential urban fabric. These buildings might perhaps be in positions or locations of inconvenience to the planner but must be considered extensively and fairly when proposing a new design.

Figure 54 - 100 Duke Street (Google Maps, 2019)

Barras Avenue/Duke Street Junction Page 112

is important to keep the Straightness centrality of such street particularly high, especially since it will provide such significance to the development of Calton overall. However, not all is lost. It’s perfectly feasible to only remove a segment of the building that is necessary, salvaging the rest. This provides an opportunity to integrate these now two buildings with a more contrasting and modern architecture to form corner plots on each side of the new Urban Main Street. Though some of the building has been lost, the architecture of the building can still certainly be appreciated.

Figure 55 - Mercat Building, Trongate (Authors Own Photograph)

- Mercat Building With the reimplementation of Glasgow Cross Station, it seems logical to occupy the Mercat building as a part of the proposed station, due to its size and location (this will be covered in greater detail later in the booklet, but for now we will observe how this will intermingle with the projected development). To provide considerable accessibility to the station, we have theorised that entrances should be available to the west and east – it is common for a significant station to have numerous entry points. Thus, underneath the City Union Line will be a connection to the other side, where a proposed east wing of the station will be constructed.

Glasgow Cross Station

- Hunter Street/Duke Street We have decided to try and combine the existing buildings along Hunter Street/Duke Street within our proposal – again, they’re iconic 19th century tenement blocks and warehouses, which would provide significant diversity to the urban fabric.

Although these buildings have proved problematic with their unconventional acute angle and dissecting of a block. To overcome this issue, we have implemented a pedestrian thoroughfare traversing the block, allowing for the buildings to devise their individual rear private spaces. This also opens up the elegant façade to people passing through the thoroughfare.

Figure 56 - Hunter Street/Duke Street (Authors Own Photograph )

- 327/374 Gallowgate 327 and 374 Gallowgate are two of the oldest buildings in Calton dating back to the 18th century, they are also arguably two of the best maintained buildings along the street – it’s evident they are trying to reach their potential. Within the masterplan it has been proposed to simply place projected buildings attached in a similar fashion to

Pedestrian Thoroughfare through Hunter Street

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Figure 57 - 327 Gallowgate, Calton (Google Maps, 2019)

327/374 Gallowgate

the current layout, however, due to the anticipated wider street formation these are at a slight setback.

This will provide a significant juxtaposition within the streetscape implementing a sense of place and character, also formulating exposed gable ends – a prospect to introduce street art. Because the buildings jut out to such an extent, it has been essential to alter the street layout. When removing an element of the street, it’s vital to determine what is the least imperative entity – usually this is parking. In this case has been the removal of on street parking and space for frontage, as it’s necessary not to interrupt the street for walking, cycling and driving.

Figure 58 - 1885 Duke Street (Google Maps. 2019)

- 1885 Duke Street/Cornerstone + East Campbell Street Other existing historic buildings that appear sporadically throughout the masterplan have been integrated as simply and seamlessly as possible.

Prime examples of these are The Cornerstone, 1885 Duke Street and a beautiful Victorian building currently occupied by The Lodging House Mission, a homeless charity on East Campbell Street.

1885 Duke Street and The Cornerstone

East Campbell Street

Figure 59 - East Campbell Street, Calton (Authors own Photograph) Page 114

8.9.1 Closeness of Amenities + Services O

bserving the spiral of needs made clear in Towards an Urban Renaissance (1999), we can establish that Calton as a district node requires at the very least a specific selection of services to be self-sufficient. It can be determined that many amenities in districts and neighbourhoods hold the potential to intermingle with residential land use. Typically, this would be a part of ground floor active frontage – taken from this list of necessities we can define these at the very minimum as corner shops, doctor’s surgeries, post offices, public houses, community centres, health centres and libraries. Another facility demand which has been met is the generous presence of pocket parks within 200m of most dwellings.

There are a few facilities which require significantly more space than the ground floor of a tenement building. We have been very conservative with our decisions as a to avoid any signs of unnecessary sprawl or dispersal at all costs. More common in the US, but definitely a downfall of urban Britain is the use of land for a single purpose when completely unnecessary, therefore it has been decided that the only requirements for homogenous land use are primary schools, secondary schools and leisure centres. All other services and amenities should provide good reason why they cannot be integrated into buildings of other use – in our plan we implement two of these buildings, the potential for a new Channel 4 Hub and innovative buildings for the dispersal of the University of Strathclyde into Glasgow. All of which will be discussed in more detail.

Figure 60 - Community Needs (Towards an Urban Renaissance, 1999) Page 115

8.9.2 Supermarkets I

t should be noted a superstore has been avoided for good reasoning and has actually been removed for that matter. It should be strongly encouraged for residents to buy from local grocers, butchers and bakers and to use their local clothing, furniture and hardware store and so forth. Original communities were formed around the relation a resident would have with their local shop or service owner, as globalisation has progressed over the 20th and 21st century, the local shop and service owner has been outpriced by the giant supermarkets. Supermarkets are

completely impersonal, they may save someone a few pounds, but they take away the chance for true individual relationships to form through informal participation. Supermarkets are completely out of scale to the district and neighbourhood, they require excessive amounts of land, create long streets, large blocks and most worryingly of all encourage the use of private automobiles. It cannot be stressed enough that a supermarket mustn’t be planned for, or even considered for future development in this area if it’s to be a true community.

Figure 61/62 - Morrisons Supermarket, Calton (Google Maps, 2019)

Potential of Supermaket Land Page 116

8.9.3.0 Schools What Schools are Needed + How will they be Integrated?

F

irstly, we need to make some rough calculations to estimate the requirements of both primary schools and secondary schools. As we’ve already determined, the proposed population of Calton will be 18,000-20,000 people. According to the Office for National Statistics (2017) 18.9% of the UK population are under 16 years of age, from this we can work out that 14.25 people in every 100 are likely between the ages of four years and 15 years. 14.25 people of every 100 people in 20,000 equates to 2850 people in Calton will likely be school students. Further digressing we can make the assumption that there are seven years of education in primary school and five in secondary school. The likelihood is that there is the need for 1660 primary school places and 1190 secondary school places.

Presuming a distance of 1.6km, or a 20-minute walk is a viable option for walking to and from school daily, we have assessed the current surrounding primary schools of such radius to the centre of Calton. Further to this we have researched the number of students currently attending each school in comparison to their potential capacity as stated on their websites.

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8.9.3.1 Primary Schools W

ithin a reasonable walk of Calton there are roughly 400 spaces available for new students, this means we need to supply additional services for 1,260 primary school students.

According to the Parliament (2017) the average size of a primary school in the UK is 250 students, so to simply put it there is a requirement for four or five new primary schools in Calton depending on their size.

allowed us to act on our earlier premise, that former schools will be brought back to their previous use. Thus, Alexander’s Public School on Duke Street and Tureen Street Public School on Millroad Drive are planned to become primary schools. These schools will also keep their original names as Alexander’s Public Primary School and Tureen Public Primary School. The other two schools have been placed strategically between such schools following the rules stated.

Locating primary schools is quite a simple process in Calton – the closest existing primary school is 1km away from the district centre, thus new schools do not need to be considered in relation to schools external of the Design Area Boundary.

This also means that schools can be spread out rather evenly through the development. It has been determined by us that families with young children will likely reside throughout the lower density periphery of Calton, therefore a smooth distribution of primary schools has been decided at a radius of roughly 250-450m outside of the centre of the district. Coincidentally this has

Inner-city primary schools have been researched in London, observing their formation within the urban fabric. A pattern we have seen emerge is that primary schools do not take up the whole block, however, they usually extend from one side of the block to the other, with other building uses surrounding at either end. The school buildings themselves all seem to be within close proximity to surrounding structures and have a building ground coverage of roughly 50%. Thus, we have decided to follow these conventions where possible.

Table 3 - Primary School Information Name Sacred Heart Primary School St Annes RCPS St Dennis' PS Golfhill Primary School Alexandra Parade Primary School St Mungo's RCPS Blackfriars PS

Student Capacity 461 N/A 276 255 512 N/A 267

Actual Occupation Distance to Calton Centre 318 1250m 308 1180m 250 1500m 193 1500m 373 1500m 199 1000m 220 1290m

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District Bridgeton Calton Dennistoun Dennistoun Dennistoun Townhead Gorbals

Figure 63/64 - Sir John Lillie Primary School, London (Google Maps, 2019)

Glasgow Green Public Primary School

Calton Public Primary School

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8.9.3.2 Secondary Schools T

here are slightly more secondary than primary school vacancies within a 20-minute walk of the centre of Calton, at 520 spaces, thus, a further 670 spaces are required. According to the same Parliament (2017) source as previously stated, secondary schools in the UK are roughly 900 students in size, justifying that Calton needs one secondary school.

can rule that a new secondary school would fare most useful to the south of the district. Again, we have been able to reimplement a former school, St. James Public School on Green Street, though due to the significant scale of a secondary school, this will likely take up the whole block in question.

Similarly, we have again researched the formation of secondary schools in inner-city London, noting any characteristics they tend to follow.

What can again be seen is the shared use of the block with other building uses, however, they tend to take up 60%-80% of the block coverage, but still hold a similar building ground coverage to that of primary schools at roughly 50% of the plot.

As secondary schools are considered more district requirements rather than neighbourhood, more strategy has had to be determined for the location of the new site. According to the surrounding secondary schools currently in use, they are located generally to the north and east in the neighbourhoods of Dennistoun and Royston.

However, to keep with the likely habitation of families along the quieter periphery of Calton we Table 4 - Secondary School Information Name

Student Capacity

Actual Occupation

St Mungo's Academy Whitehill SS St Roch's SS

950 N/A 900

800 488 530

Distance to Calton Centre 900m 1600m 1500m

Figure 21 - The Barras Market, Glasgow (Travel Scotland, n.d)

Figure 65 - Average Amount of Pupils Per School (Parliament, 2017) Page 120

District Calton Dennistoun Royston

Figure 66/67 - Paddington Academy, London (Google Maps, 2019)

St. James Public Secondary School

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8.9.4 Leisure Centre + Community Centres Leisure Centre Currently Calton lacks any leisure facility, with the closest leisure centre located 1.5km away in Dennistoun and certain gym and leisure facilities sporadically placed throughout the city centre. It should be determined that Calton will require at least one substantial leisure service. We propose to locate such amenity immediately across the street from Tureen Street Public Primary School and a two-minute walk from the proposed St. James Public Secondary School, supplying an invaluable and vital provision for many school students in the district. The leisure centre will also provide for the general population of Calton, with a proposed swimming pool in the building to the north, and other leisure facilities such as a gym and courts in the building to the south. It has been decided not to provide specific parking for the gym as there is plenty of on street parking surrounding, and due to the proposed relatively high-density of Calton, walking and cycling to the facility will be the likely option.

We see no reason to follow a different technique to deciding inner-city school formation in this scenario, so have again researched London for a pattern in characteristics, but this time regarding leisure centres. Similar to the formation of primary schools, leisure centres do not take up the whole block as one singular use, however, seem to exist with surrounding residential buildings.

Though, the building ground coverage, excluding car parks, seems to be roughly 80%-90%.

Alexander Community Centre

Lynch Community Centre

Community Centres/Workshops To encourage places of purposeful social interaction, community centres have been been configured throughout the masterplan within 'sanctuary areas', places of which it is likely that communities will form. Community centres provide the resources for formal social events to take place, essentially a common room for the surrounding neighbourhood to use. It should be made clear that these spaces belong to the surrounding population and that it is a place to gather, talk, make decisions about the local neighbourhood, hold cinema nights, badminton sessions, undertake joinery, and so on...

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Figure 68/69 - Kilburn Sports Centre, London (Google Maps, 2019)

Calton Leisure Centre

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8.9.5 Channel 4 Creative Hub + University Buildings A

s a district of historically creative status, Calton holds the opportunity to become an innovative centre of Glasgow. Currently the Channel 4 Creative Hub is located long Montrose Street in the Merchant City. To realise Calton’s potential as an innovative centre it’s justifiable to relocate such service to the district. The hub provides the prospect of becoming a flagship/ anchor, enticing other creative industries to locate in Calton. As a flagship, the Hub would have to be represented as an icon, a global amenity that is a place to go ‘to’, not just to pass by. Thus, it’s justifiable to allow a homogenous use of land in this specific scenario. It can also be argued that in a similar fashion, the University of Strathclyde can take advantage of its desire to disperse and intermingle within the city and so create a significant global service within the district, similar to that of the Channel 4 Creative Hub.

likelihood of people deviating from these streets of higher centrality, we need to provide a reason.

Global amenities generally do not need to take location into consideration in the same was as services that rely on informal passing footfall, they are places that people go ‘to’. Locating the proposed university building and Channel 4 Creative Hub along the new Urban Main Street of relatively lower centrality will improve the probability that people will traverse the street to access such amenities. This provides a fairer chance to the proposed Urban Main Street, closer to that of the existing and surrounding Urban Main Streets. Furthermore, to create an iconic stage, and provide a sense of place and individualism to the new university buildings, the structures have been set back from the road at a distinguishable angle, creating a square and perhaps a social space for students and people passing through. Though the characteristics of the street features will be maintained as to not create a faux space – this is still a street.

To locate such facilities, we have to delve back into the theory of centrality. Though the intended new Urban Main Street on a north to south axis through Calton will increase the Betweenness centrality, more so the Kernal Density Estimation and because the new street will only be 2.3km in length, significantly shorter than the surrounding Urban Main Streets, will likely have a lower Betweenness centrality. To improve the

Immediately to the south of High Street Station will be a considerable specialised plot in the former location of the original University of Glasgow, before its transfer to the West End of the city. This plot will be reimplemented as a university building to celebrate the history of one of the oldest universities in the world.

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Channel 4 Creative Hub

University Buildings, Barras Avenue

Univeristy Building on former Grounds of Glasgow University

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9 Page 126

9.0 Accessibility A

ccessibility is a factor we frequently take for granted. If a city is poorly accessible, we tend to notice immediately and this powerfully influences our judgement of the metropolis, though if accessibility is strong, we incline to look past this factor and just assume that’s how a city is supposed to perform. A point we have frequently mentioned throughout this design is that informal participation is a vital need for human beings. No matter how much someone may say they don’t like socialising or being around people, it’s certain that we must at least be in the presence of another person daily to avoid developing mental issues such as depression and anxiety. These are just a couple of the problems identified with people and communities that are isolated from the rest of society and highlight the importance of inclusion.

When we are forced to be reliable on our cars, we succumb to a sedentary lifestyle, this is especially more so in an age of desk based, low activity jobs. As a result, vehicle dependable societies in the developed world have seen a sharp rise in obesity, heart disease and type two diabetes as a direct consequence of inactive lifestyles.

Evidence suggests we’re also living longer, but why would we want to prolong poor quality of health? Another example of the negative impact cars is having on our well-being is the significant amount of noise and air pollution in our cities and has been noted frequently how traffic pollution is a considerable causation of asthma in children (BBC, 2019). Probably the most obvious danger vehicles cause in cities is the likelihood of being hit by traffic as a pedestrian or cyclist. As drivers become more secluded from their surroundings due to advancements in technology and the development of cities as personal rally stages, the chance of being hit by a car as a pedestrian remains enormous. According to the Department of Transport (2013) one pedestrian per day is killed by a motorist and over the course of a year over 5000 are seriously injured in the UK.

We can determine accessibility in many different lights – there are effectively four elemental forms of moving around a city. These are to drive, use public transit, cycle, or walk. A key issue with Glasgow’s city centre is its prioritisation of the private motor vehicle. Carriageways are wide and long, corners shallow, traffic lights prioritise vehicles over pedestrians and there’s a vast amount of land in the city devoted primarily for vehicle parking. Overall Glasgow is a car city, it’s far easier to be a driver than to be a cyclist or pedestrian. The problems regarding vehicle dependency are enormous, but one issue trumps the rest – health and safety. Developing for the car causes sprawl and reliance on the personal motor vehicle, this is common knowledge, however when we’re dependable on cars we put our health at risk.

These points we’ve made barely scratch the surface of the issue of our cites, we haven’t even delved into the concept that a city is for pedestrians and prioritising vehicles hampers potential innercity investment and community life. But what we do know is that Glasgow is a main culprit when highlighting vehicle dependency and more sustainable and alternative forms of accessibility to, from and throughout the city are needed. The topics we’re about to cover highlight possible scenarios to improve sustainable and efficient forms of adequate access for Calton as a district.

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9.1.1 Integrated Public Transit System T

o discourage personal vehicle use, we need to provide sufficient and easy to use public transit.

Properly planned public transit can stipulate enormous advances in a society and generally it is far less polluting and safer than travelling by car, but also encourages people to walk to and from transit stops (Steg, 2003). Strategically implemented public transit is not only socially and environmentally sustainable but is financially beneficial to its users.

To provide light on this subject we can observe two types of city, one car dependable and the other with a fully connected public transit system. Atlanta, Georgia is infamous for its auto dependency, where on average suburban dwellers spend 32% of their income (almost 4 months’ salary) on driving.

Comparable to Berlin where the minimum wage equates to €18,387.20 per year and an annual ticket accessing trams, busses, U-Bahn’s, S-Bahn’s and trains within the metropolis costs €761, equivalent to 4% of annual income (Kerr, 2019). Glasgow already has a solid transit system, but certainly has the potential to perform far more efficiently as a fully unified service.

Currently Glasgow’s public transport is completely disjointed, SPT run the subway, Nextbike operate the bike sharing scheme, numerous bus lines run the buses and the same goes for trains. Providing all of these services under one structure would allow for a much easier user experience of the different types of transit in Glasgow. As I write this, I have numerous cards in my wallet and many apps on my phone which provide me access to these different forms of transport – I shouldn’t need this much clutter just to move around the city. Providing all forms of transit under one company, in this case we can theorise is called GTC (Glasgow Transportation Company), would deliver a far simpler user experience for the customer and increase the likelihood of people using public transport not just around the city, but as a viable option to get in and out of Glasgow. It is key that public transport is friendly and easy to use for people to use it.

Unified transit systems are nothing new, BVG, Berlin’s public transport company, though has been privatised recently still provides excellent service. As stated previously, one ticket grants

GTC Figure 70 - Glasgot Transportation Company Logo Figure 71 - Live Updates of Transit - Berlin (Authors Own Photograph)

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Figure 72 - Integrated Transit System - Berlin (BVG, 2019) access to all forms of transit, with each transit stop strategically located to integrate as a whole system.

GTC can offer a similar service, one ticket, or card, or app that grants access to buses, trains, the subway and bike sharing to a reasonable extend.

Uniting multiple forms of transport also keeps the operating costs down as one system is far more efficient than numerous networks trying to operate in sync with each other. It would also be cheaper for the customer, currently to purchase a single ticket for a train and bus within the city and a one-way subway ticket would cost me ÂŁ5.40, whereas with BVG in Berlin, the same trip would cost ÂŁ2.40,

less than half the price. Furthermore, all forms of public transport running under the same company allows for each type of transit to run in sync with one another as timetables would be strategically planned to operate transit as a complete and whole network. Functioning as a system also allows for the most productivity and use to be gained out of each form of transit, improving the economic viability of such examples of infrastructure. A fully integrated system would also provide the opportunity to synchronize live public transit updates with google maps as an accurate and up to date feed of transit availability and options.

GTC

GTC

GTC

All forms of Transit Page 129

9.1.2 Glasgow Cross Station G

lasgow Cross Railway Station shut in 1964 likely as part of the Beeching Cuts which took place throughout the UK in an effort to revolutionise common accessibility to cars and discourage rail travel. This station originally provided access to the below ground east to west axis Argyle Line. However, the station never provided access to the close by and above ground City Union Line connecting the north and south of Glasgow together by rail. Nonetheless this line is not currently under domestic use, but freight only. Reimplementing the City Union Line to its former domestic use would provide enormous potential in connecting people to not only the north and south of Glasgow, but Scotland and the rest of the UK. Reissuing such line also stipulates opportunity for a new railway station to form at the crossings of both the below ground Argyle and above ground City Union Line. Such centrality of a station, especially with the nationwide accessibility of the City Union Line would truly make High Street a centre again but benefit Calton also, as the district centre is only a four-or five-minute walk.

Currently the Mercat Building is located directly above the Argyle Line and stands alongside the City Union Line, creating perfect opportunity

to be used as the new Glasgow Cross Railway Station. The building is certainly iconic at the heart of the High Street/Gallowgate junction and offers great potential with its currently disused, but large open plan floors on each storey.

Excavating below would provide access to the Argyle Line while the upper floors would feed the City Union Line. Though it should be noted that there are no platforms currently along this section of the City Union Line and would have to be constructed, the likely formation is visible in the masterplan. We have decided to extend the platform northerly, thus allowing for another access point to the station at the end of the current arches, however, accessing here would only provide admittance to the City Union Line.

Noteworthy railway stations have numerous access points as these types of stations are places which are typically large and frequented often, for example, Glasgow Central Station has four access points. Currently Barrowland Park is a green space used infrequently along Gallowgate and the City Union Line, it has been decided to develop an easterly wing of the Glasgow Cross station to the edge of the railway line, providing access conveniently to both sides of the track but also acting as an access point for people in the direction of Calton.

Close Up of Glasgow Cross Train Station

Union Triangle

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Figure 73 - Barrowland Park - Potential Site for East Wing of Glasgow Cross Train Station (Authors own Photograph)

Figure 74 - Proximity of Mercat Bulding to City Union Line (Authors Own Photograph)

Figure 75 - Archways under City Union Line (Authors own Photograph)

Figure 76 - Archways under City Union Line (Authors own Photograph)

Glasgow Cross Train Station

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9.1.3 City Union Line A

lthough the City Union Line provides much prosper for High Street and Calton, there still remains the issue that the line and the North Clyde Line still form a barrier disallowing any true and seamless urban fabric to generate around Collegelands. As theorised previously in the concept proposal, these two lines at Collegelands should be excavated and covered to allow an undisturbed urban framework to generate above. This is quite an ambitious feat but would partially eliminate the abstract border which is secluding High Street from the East. As part of the design we have determined that the City Union Line would have to drop 10m over 250m to not disturb the proposed north/south axis Urban Main Street, when also taken into consideration with the current topography that the surrounding land increases in height as the track descends. This would result in a 1 in 25 incline (4%), relatively steep but there are other high-speed rail lines around the world which are

at such a gradient in parts, an example of this is the Cologne-Frankfurt High Speed Rail Line.

The covering of the lines would run from High Street Station to Bellgrove Station and allow for more flexible development along this space.

Figure 77 - Looking away from Glasgow Cross Station towards Transitional Zone (Authors Own Photograph)

Figure 78 - Looking towards Glasgow Cross Station from the Transitional Zone (Authors Own Photograph)

The only physical barrier now formed by the City Union Line would be the 250m transitional period which the railway line traverses from above ground to below ground. This section fits effortlessly into our plan and has been incorporated in such a way that the public realm of the parallel streets not be disturbed. Importantly, the buildings alongside this transitional period back onto the line, rather than face towards it.

Facing to the line would result in the sacrificing of frontage from at least one side of the street.

Backing onto the line allows two sides of the street to form with frontage, improving likely informal participation and reduce noise pollution slightly at street level.

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Figure 79 - Buildings Backing onto Rail Line Berlin (Authors Own Photograph)

Transition of Rail from Overground to Underground

Figure 80 - Collegelands Enclave (Google Maps, 2019)

Collegelands Reformed

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9.1.4 High Street Station

Figure 81 - Current High Street Station (Authors Own Photograph)

Figure 82 - Example of Integrated Station - Argyle Street (Authors Own Photograph)

H

igh Street Station provides fundamental access to High Street. Due to the covering of the North Clyde Line, it has been planned to realise a block with buildings of high density to conform to High Streets new status as an elongated district node. High Street Station can be considered a subsidiary station to Glasgow Queen Street Station, and thus does not need its own piece of land. The high-density block

will exist like any other, however, access to the station will be through an access point likely covering the ground floor of one or two plots.

This corresponds to an efficient and sustainable use of land. A prime example of integrating an underground station access point at street level is Rosenthaler Platz, Berlin, along the U8 section of the line.

Figure 83/84 - Example of Integrated Station - Rosenthaler Platz, Berlin (Google Maps, 2019)

High Street Station Page 134

9.1.5 Bus Stops B

us routes will traverse all Urban Main Streets throughout the plan, this will essentially provide a bus stop within five-minute’s walk of every dwelling in Calton. It is vital that bus services are accessible and within reasonable walking distance for them to not only be used frequently but provide basic accessibility for everybody in the district. Sometimes buses may get overlooked as a useful form of transit, with focus usually based on light-rail, but a well-structured and thought out bus service can be incredibly important at the local scale. Buses provide convenient access between neighbourhoods and even districts but specifically in Calton deliver invaluable access to the city centre, reducing a 40-minute walk from Tureen Street Public School to Glasgow School of Art to a 20-minute walk and bus ride as a practical example.

Bus stops will be located at every Urban Main Street to Urban Main Street junction in all directions. When the distance between bus stops along Urban Main Streets reaches greater than 400m (five-minute walk) an additional bus stop for both directions has been implemented. It is important to note that these bus stops should be placed after the junction, as placing before would result in the vehicles passing stopped buses unsafely into the junction, increasing the likelihood of a collision. Furthermore, this strategy of locating bus stops naturally places such stops within 100m of Glasgow Central Station, High Street Station and Bellgrove Station, presenting a clear hierarchy of wellconnected public transit.

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9.2 Cycling A

fully connected cycle network can go a long way in a city. Bicycles take up very little room, are a great form of exercise, their lanes are inexpensive to implement, are generally quite cheap to purchase and provide a much faster – and usually more exciting – way of getting around the city compared to walking. It has previously been justified in the concept plan that there will be a fully connected cycle network along Urban Main Streets and Local Main Streets. However, it was earlier supported that along Local Main Streets bike lanes would be integrated into the vehicle carriageway, however, this has been decided against and for good reason. By implementing on-road cycle lanes, all that is effectively being done is creating a wider carriageway for vehicles, thus inducing the driver to drive at a faster and more dangerous speed. The speed of drivers would likely decrease when there are cyclists using the lane, but not when the lanes are vacant.

Thus, it has been decided that on-road cycle lanes should be avoided where possible.

own a bicycle as for the prior reasons discussed.

This is a conceivable premise for the formation of a fully connected cycle network throughout the city, possibly starting in Calton. If a cycle network is built, cyclists will come, this is known as induced demand. We have to remember one important factor here – cycle lanes should be designed for people who want to cycle but feel uncomfortable cycling in vehicle traffic. Such lanes won’t be traversed by the cyclist in Lycra shorts and riding a £4,000 bicycle, but the person that enjoys cycling to work, or to the shop in jeans and a jacket on a £50 fourth-hand bicycle.

What’s more, cyclists, and for that matter people that use public transit take up considerably less space than the equivalent car users, encouraging cycling and public transit through inclusive design would significantly reduce congestion in Glasgow.

As a further means to encourage cycling it should be seriously considered to strategically locate sufficient cycle parking. Cyclist become inventive when locking up their bikes, using trees, fences, drainpipes, etc, but at destinations, such as railway stations and services and amenities, there should be adequate cycle parking available.

What’s more, this would further promote the clear hierarchy of transit, as all railway stations are passed by cycle lanes and appear accessible to cyclists.

Many people would love the opportunity to use a bicycle as a feasible form of getting about the city. However, due to the prioritisation and intimidation of vehicles on the street, these people choose other methods to traverse the city.

I myself am one of those people. I love cycling, I own a cheap bicycle in Berlin, where I spend roughly three weeks of the year. However, I spend most of the other 48 in Glasgow, where I don’t

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On street Cycle Lane O street Cycle Lane

Existing Cycle Network

Glasgow network of cycle lanes is very sparse.

However, the existing base is a good start: even if most of the cycle paths are interrupted, they cover interesting strategic points of the city. One of the problems is the lack of adequate roads and signs.

Proposed Cycle Network

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9.3 Walking C

ities should be designed for people, not vehicles. The needs of pedestrians must be put before any other form of transport and prioritisation should work in a simple hierarchy – pedestrians, cyclists, public transit and personal automobiles last. Pedestrians are the most important element of a street, these are spaces for social interaction, for communities and cultures to form. What’s more walking is the healthiest form of moving around an urban space. It improves fitness, reduces obesity, relieves stress and generally betters quality of life (Urban Design Group 142, 2017). To develop walkable neighbourhoods, we have followed certain planning characteristics – such as high building and residential density, bringing places close together, along with mixed land use, providing local access to services and amenities (Public Health England, 2017).

this to the average time taken to cross a street in Berlin of 48 seconds. This is completely unacceptable. If we want to encourage more people to choose walking as a way of getting around, we must make it as effortless and easy as possible and stop placing cars above pedestrians.

To achieve this, we would likely have to redesign the prioritisation of traffic lights and maybe even adopt a system closer to that typical on continental Europe. In Glasgow Vehicles A are given priority, this is then changed to Vehicles B, eventually Pedestrians A and B are allowed to cross. On continental Europe the system is much more efficient, as Vehicles A are allowed to enter the junction, they must give priority to parallel crossing Pedestrians A. This is the Same for Vehicles B and Pedestrians B. Following this format allows for pedestrians to cross the street much more frequently – the only similarity is that to cross the street diagonally, this would take the same time as the current Glasgow technique. This is not a system that could only be used in Calton, or Glasgow, but could be adopted throughout the whole of the United Kingdom, however, implementation would be significant due to the introduction of such concept to drivers.

Similar to public transit, we must make streets simple and easy to use for pedestrians. Glasgow’s biggest pedestrian issue is arguably its vehicleoriented traffic light system. Currently on average the waiting time to cross a street at a pedestrian crossing in Glasgow takes 103 seconds, or one minute and 43 seconds. For context we compare

Figure 85 - Waiting to Cross the Street - Argyle Street, Glasgow (Authors Own Photograph)

Figure 86 - Continental European Crossing System - Berlin (Google Maps, 2019)

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Table 5 - Waiting time to Cross Street Location Bernauer Straße/Brunnenstraße, Berlin Behmstraße/Bellermannstraße, Berlin Hohenzollerndamm/Uhlandstraße, Berlin Alt Moabit/Thusnelda-Allee, Berlin Alt-Moabit/Gotzkowskystraße, Berlin Average

Time (Seconds) Automated/Push-Button 70 Automated 62 Automated 26 Automated 40 Automated 40 Automated 48

Cathedral Street/North Hanover Street, Glasgow Cathedral Street/Montrose Street, Glasgow Duke Street/High Street, Glasgow Gallowgate/Barrack Street, Glasgow Gallowgate/High Street, Glasgow Average

107 107 107 81 114 103

Automated Automated Automated Push-Button Automated

Vehicles Vehicles

A

Pedestrians A Figure 87 - Revised Crossing System

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Pedestrians B

Pedestrians B

B

Pedestrians A

10 Page 140

10.0 Street Design S

trategically planning the characteristics that form streets are a vital part of masterplanning.

When we take into consideration types of streets, we have to determine what uses are required from a thoroughfare, primarily for accessibility. Street design allows us to create a framework for solid public realm to develop by planning at the human scale. Historically, streets have always been relatively narrow, or at least only been as wide as needed to provide considerable accessibility for the pedestrian. However, due to the introduction of the motor vehicle in the 20th century, we have seen streets grow wider to accommodate the use of autonomous vehicles. Examples of such sprawl are most prominent in the US but are certainly evident in the UK also. As we’ve determined, Calton will be a central district encouraging sustainable forms of accessibility and the support of informal participation and provision of local relationships to form. Therefore, it’s essential that the scale of the street is taken into consideration.

Objectively the human scale is defined as the equivalent of 30ft (9.14m) high building, to a 48ft (14.63m) wide street, which determines a building height to street width ratio of 1/1.6.

What would be considered an intimate scale would be closer to a 1/1 building height to street width ratio. Much wider streets than indicated at the human scale and streets start to become vast and impersonal, with a sense of disconnection, so it should be determined that human scale streets are aimed for where possible.

How we use spaces as pedestrians, cyclists, public transit users and vehicle drivers has been thematically and numerically interpreted excellently in the Empfehlungen für die Angalnge (1995) von Erchließungsstraßen and Hauptverkehrsstraßen (1993) (EAE 85/95 and EAHV 93 respectively), two documents containing recommended street characterisations in Germany. Therefore, these documents have been used to justify specific physical formations of street elements throughout the masterplan, these are elaborated in more detail in the coming section.

According to Jacobs (1993), the human scale is the distance in which it’s possible to recognise people and for likely social activities to occur.

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10.1.1 Urban Main Street U

rban Main Streets are the backbone of any street network, they’re the streets traversed most frequently, usually by all forms of traffic.

This is because Urban Main Streets typically connect districts and neighbourhoods together directly and thus become very central places, albeit contain the fastest moving vehicles. They’re the likely places for services and amenities to form and can be considered the most important streets within a network. Because of the high passing traffic and likelihood of activities to occur immediately at the building edge, it is necessary to implement quite a large section of pavement at the front of these buildings.

It can be determined that Urban Main Streets are at a human scale, as they’re only slightly wider than the recommended building height to street width ration of 1/1.6 at 1/1.67.

Existing Urban Main Streets that cannot conform to such code, perhaps because the streets are too narrow, have been integrated logically into the plan. When considering each part of the cross section, it can be determined that the lowest tier element is on street parking and has been removed where necessary to adapt responsibly.

After this space for building frontage should be sacrificed. (Note – this is also the case for Urban Main Streets and Local Streets)

Figure 88 - Gallowgate - Outside of Barrowland Ballroom (Authors Own Photograph)

Figure 89 - Gallowgate - Outside of Barrowland Ballroom (Google Maps, 2019) Page 142

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Barrowland Ballroom

13.200

Pavement (Walking)

3.000

On-Street Parking

2.000

Car

Carriageway

4.250

Bus/Artic

Carriageway

4.250

Car

On-Street Parking

2.000

Car

Pavement (Walking)

2.300

Street Width/Building Height: 1/0.43 - 2.33/1

Existing Urban Main Road - Gallowgate (Barrowland Ballroom) looking East to West

20.000

Carriageway

2.200

Car

Shopping Arcade

4.000

13.200

Bus/Artic

Bus/Artic

4.000

Car

Car

Car

Car

Car

2.229 0.100

Barrowland Ballroom

3.000

4.250

On-Street Parking

Carriageway

Fence/Wasteland

Pavement (Walking)

On-Street Parking

3.000

3.000

Pavement (Walking)

2.000

Carriageway

Carriageway

0.100

Wasteland

Shopping Arcade

2.300

4.250 2.200

2.000

Pavement (Walking)

4.500

Pavement (Walking)

4.500

Carriageway

Carriageway

20.000

15.0000

Existing Urban Main Road - Gallowgate (Barrowland Ballroom) looking East to West

Existing Local Main Road - Melbourne Street looking South to North

Street Width/Building Height: 1/0.43 - 2.33/1

Street Width/Building Height: 1/x - x/1

17.200

13.900 13.200 11.550

Bus/Artic

Bus/Artic

Cyclist

Car

Car Seating

Bench

2.500

Pavement (Walking)

2.000

On-Street Parking

1.250

Pavement (Features)

0.750

Cycle Lane

3.500

3.500

Carriageway

Carriageway

Urban Main Street

Urban Main Street Transect

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Pavement (Features)

Cyclist

Car

Car

0.100

2.500

1.250 0.750

Buffer Cycle Zone Lane 26.000

2.000

1.000

2.000

On-Street Parking

Buffer Zone

Car

Seating

Bench

1.000

2.000

Frontage

Cyclist

0.100

0.1000

5 Storey Tenement

Produce/ Signage

Cyclist

Car

Pavement (Walking)

Frontage

4 Storey Tenement

4 Storey Tenement

1.000

0.500 2.500

Frontage Pavement Pavement (Walking) (Features)

1.000

0.100

2.0000

2.000

On-Street Parking

0.750

3.250

3.250

Carriageway

Carriageway

On-Street Parking

Cycle Buffer Lane Zone

0.500 1.000

Proposed Local Main Road

Street Width/Building Height: 1/0.6 - 1.67/1

Street Width/Building Height: 1/0.56 - 1.78/1

1.000

2.500

0.750 Pavement Pavement Frontage

Buffer Cycle Zone Lane 22.000

Proposed Urban Main Road

(Features) (Walking)

3.5 Storey Tenement

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5 Storey Tenement

17.200

Frontage

2.000

Seating

2.500

Pavement (Walking)

Pavement (Features)

1.000

Bench

Cycle Lane

1.250

Cyclist

Buffer Zone

0.750

On-Street Parking

2.000

0.1000

Car

Carriageway

3.500

26.000

Carriageway

3.500

Car

Car

On-Street Parking

2.000

Street Width/Building Height: 1/0.6 - 1.67/1

Proposed Urban Main Road

Bus/Artic

0.750

1.250

Buffer Cycle Zone Lane

0.100

Cyclist

Pavement (Features)

1.000

Bench

2.500

Pavement (Walking)

Frontage

2.000

Produce/ Signage

4 Storey Tenement

13.900

10.1.2 Local Main Street L

ocal Main Streets are still key streets in the masterplan, however, are slightly less central and bare somewhat not as important in comparison to Urban Main Streets. Due to the lesser centrality of the street, traffic is not expected as frequently in comparison to the Urban Main Street, and vehicle speeds will also likely be lower. Local Main Streets typically make the connection between Urban Main Streets and commonly amid neighbourhoods. Although, the

level of active frontage is generally sporadic, there is prospectively a mix of some active frontage and mostly residential land use. However, due to the less likely occurrence of activity, the area in front of the building is slightly smaller.

It can be determined that Local Main Streets are at a human scale, although they’re somewhat wider than the recommended building height to street width ration of 1/1.6 at 1/1.78.

Figure 90 - Melbourne Street, Calton (Authors Own Photograph)

Figure 91 - Melbourne Street, Calton (Google Maps, 2019) Page 146

Page 147

Wasteland

15.0000

Fence/Wasteland

2.229

Street Width/Building Height: 1/x - x/1

Existing Local Main Road - Melbourne Street looking South to North

Carriageway

Pavement (Walking)

4.500

4.500

Pavement (Walking) Carriageway

3.000

0.100

3.000

0.100

Car

Bus/Artic

13.200

Bus/Artic

Bus/Artic

6.600

6.600

4.000

Car

Car

Car

Car

Car

Car

2.229 0.100

Barrowland Ballroom

3.000

4.250

Pavement (Walking)

On-Street Parking

Carriageway

Carriageway

Pavement (Walking)

On-Street Parking

2 Storey Semi-Detached

Fence/Wasteland 3.000

3.000

Pavement (Walking)

2.000

Carriageway

1.000

0.100

Wasteland

Shopping Arcade

2.300

4.250 2.200

2.000

4.500

Carriageway

Carriageway

20.000

0.100

7.800

Private Front of Building Space

Pavement (Walking)

4.500

2.000

1.000

0.100

2.250

2.250

Carriageway

Carriageway

Pavement (Walking)

Pavement (Walking)

2 Storey Semi-Detached

4.500 2.000

Private Front of Building Space

20.800

15.0000

Existing Urban Main Road - Gallowgate (Barrowland Ballroom) looking East to West

Existing Local Main Road - Melbourne Street looking South to North

Existing Local Street - Stevenson Street looking East to West

Street Width/Building Height: 1/0.43 - 2.33/1

Street Width/Building Height: 1/x - x/1

Street Width/Building Height: 1/0.32 - 3.15/1

17.200

13.900 13.200 11.550

Bus/Artic

11.550

Bus/Artic

6.600

Cyclist

Car

Car Seating

Bench

2.500

Pavement (Walking)

2.000

On-Street Parking

1.250

Pavement (Features)

0.750

Cycle Lane

3.500

3.500

Carriageway

Carriageway

Buffer Zone

0.750

Buffer Cycle Zone Lane 26.000

2.500

1.250

Pavement (Features)

Cyclist

Car

Car

Car

Car

Cyclist

Car 1.750

0.100

2.000

1.000

2.000

On-Street Parking

Car

Seating

Bench

1.000

2.000

Frontage

Cyclist

0.100

0.1000

5 Storey Tenement

Produce/ Signage

Cyclist

Car

Pavement (Walking)

Frontage

4 Storey Tenement

4 Storey Tenement

1.000

0.500 2.500

Frontage Pavement Pavement (Walking) (Features)

1.000

0.750

1.000

0.100

2.0000

2.000

On-Street Parking

3.250

3.250

Carriageway

Carriageway

On-Street Parking

Cycle Buffer Lane Zone

0.500 1.000

1.000

3.5 Storey Tenement

2.500

0.750 Pavement Pavement Frontage

Buffer Cycle Zone Lane

(Features) (Walking)

22.000

3.5 Storey Tenement

2.500

Private Front of Building Space

0.100

0.100

0.500 2.000

Pavement Pavement (Walking) (Features)

2.500

2.500

0.500

4.000

On-Street Parking

4.000

Carriageway

Carriageway

On-Street Parking

2.000

Pavement Pavement (Features) (Walking)

26.500

Proposed Local Street Street Width/Building Height: 1/0.37 - 2.63//1

Proposed Urban Main Road

Proposed Local Main Road

Street Width/Building Height: 1/0.6 - 1.67/1

Street Width/Building Height: 1/0.56 - 1.78/1

Local Main Street

Local Main Street Transect

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6.000

Private Front of Building Space

2 Storey Townhouse

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4 Storey Tenement

13.200

2.500

Frontage Pavement Pavement (Walking) (Features)

1.000

Seating

Cycle Buffer Lane Zone

1.000

0.500

Cyclist

22.000

3.250

Carriageway

Street Width/Building Height: 1/0.56 - 1.78/1

Proposed Local Main Road

Carriageway

On-Street Parking

0.750

On-Street Parking

Car

2.0000 3.250

Car

2.000

0.100

Car

Bus/Artic

(Features) (Walking)

2.500

0.500

1.000 0.750 Pavement Pavement Frontage

1.000

Buffer Cycle Zone Lane

0.100

Cyclist

3.5 Storey Tenement

11.550

10.1.3 Local Street L

ocal Streets are the least central throughout the masterplan, these are chiefly residential streets holding little to no likelihood of active frontage forming. The buildings along these streets typically have more privacy than Urban Main Streets and Local Main Streets and are set beck from the street edge. Traffic moves very slowly along these streets as they tend to be shared more with pedestrian usage.

Because of the setback of the buildings, the street becomes significantly wider than Urban Main Streets and Local Main Streets. The proposed cross section we’ve produced has been taken from one of the likely lowest density streets to demonstrate the widest scale of thoroughfare with built infrastructure along both street edges.

Therefore, a building height to street width ratio of 1/2.63 can be theorised, conferring to Jacobs (1993) would put the street at a slightly less human scale where an object ‘still dominates the picture’.

Figure 92/93 - Stevenson Street, Calton (Google Maps, 2019)

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Page 151

2 Storey Semi-Detached

6.600

20.800

2.000

Pavement (Walking)

0.100

Street Width/Building Height: 1/0.32 - 3.15/1

Existing Local Street - Stevenson Street looking East to West

Pavement (Walking)

Carriageway

Carriageway

Private Front of Building Space 2.000

2.250

2.250

0.100

7.800

1.000

Car

1.000

Private Front of Building Space

4.500

2 Storey Semi-Detached

6.600

6.600

6.600

Car 2.229 1.000

0.100

2 Storey Semi-Detached

Fence/Wasteland 3.000

0.100

7.800

Private Front of Building Space

Pavement (Walking)

2.000

1.000

0.100

2.250

2.250

Carriageway

Carriageway

2 Storey Semi-Detached

4.500 2.000

Pavement (Walking)

Pavement (Walking)

Private Front of Building Space

20.800

bourne Street looking South to North

Existing Local Street - Stevenson Street looking East to West

x - x/1

Street Width/Building Height: 1/0.32 - 3.15/1

11.550

11.550

Bus/Artic

6.600

Cyclist

Car

Car

Car

Cyclist

Car 1.750

1.000

0.100

2.0000 3.250

Carriageway

On-Street Parking

0.500 1.000

1.000

3.5 Storey Tenement

3.5 Storey Tenement

0.750 Pavement Pavement Frontage

Buffer Cycle Zone Lane

2.500

Private Front of Building Space

2.500

(Features) (Walking)

0.100

0.100

0.500 2.000

Pavement Pavement (Walking) (Features)

2.500

2.500

0.500

4.000

On-Street Parking

4.000

Carriageway

Carriageway

On-Street Parking

2.000

Pavement Pavement (Features) (Walking)

6.000

2 Storey Townhouse

Private Front of Building Space

26.500

000

Proposed Local Street

ed Local Main Road

Street Width/Building Height: 1/0.37 - 2.63//1

Width/Building Height: 1/0.56 - 1.78/1

Local Street

Local Street Transect

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3.5 Storey Tenement

11.550

Private Front of Building Space

2.500

Pavement Pavement (Walking) (Features)

2.000

1.000

0.500

0.100

On-Street Parking

4.000

Car

Carriageway

2.500

Car

4.000

Car

On-Street Parking

2.000

0.500

1.750

Pavement Pavement (Features) (Walking)

0.100

Street Width/Building Height: 1/0.37 - 2.63//1

Proposed Local Street

26.500

Carriageway

2.500

Cyclist

Private Front of Building Space

6.000

2 Storey Townhouse

6.600

10.2 Pavements

Figure 94 - Pavement (Walking) Space Requirements (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

Figure 95 - Pavement Transect (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

- Urban Main Streets As Urban Main Streets will likely have frequent active frontage, we have decided to implement 2m of Frontage space to the façade of buildings, creating a transitional space from the pavement to ground floor units. This space is usually made up of produce, signs, or most commonly a space for seating at the front of cafes and restaurants, according to the EAE/EAHV the amount of space required for seating is 1.5m-2m. The amount of space for walking (Pavement (Walking)) is provided at 2.5m alongside the building frontage

space. The EAE/EAHV determines that such space is sufficient for 2-3 people to walk side by side – however, it should be noted that frontages won’t always necessarily take up the theoretic 2m, usually this is only the case for café and restaurant frontages, and where this is less will provide more room for the passing pedestrian. Alongside the Pavement (Walking) is 1m for Pavement (Features). This is a section of pavement that is likely made up of various elements, such as benches, bins, flower beds, and so forth. Overall this produces a pavement section of 5.5m wide.

Figure 96 - Pavement Space Required (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

Figure 97 - Urban Main Street Example (National Association of City Transportation Officials, n.d)

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Urban Main Street Pavement

- Local Main Streets Local Main Streets will follow a similar structure to that of Urban Main Streets in regard to pavement layout. As there will be some active frontage, but not much, we have decided to approximate for roughly 1m of frontage space for active ground floor units. As these will likely be smaller in size in comparison to services on Urban Main Streets, the overall amount was

halved, but still provides potential for single tier seating, signage and produce to be presented in a transitional space in front of amenities. Pavement (Walking) will remain at 2.5m to account for the lower variable due to the smaller amount of frontage. Pavement (Feature) has also decreased in size to 500mm as its predicted there will be less prominent features along the street. Overall, this produces a pavement section of 4m wide.

Figure 98 - Example of a functional Local Main Street - Goltzstrasse, Berlin (Authors Own Photograph)

Figure 99 - Pavements don't need to be colossal to implement features - Brunnenstrasse, Berlin (Authors Own Photograph)

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Local Main Street Pavement

- Local Streets As Local Streets will have no active frontage, there has been no designation to such use.

Also due to the likely less footfall the Pavement (Walking) width has been narrowed down to 2m, though there will still be space for 0.5m of Pavement (Features). As features will be few and far between, this increases the variable Pavement (Walking) size, overall the pavement width of a Local Street will be 2.5m.

Local Street Pavement

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10.3 Cycle Lanes

Figure 100 - Requires Space for Cycling (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

Figure 101 - Cycle Lane Transect (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

- Urban Main Streets According to the EAE/EAHV document, cycle lanes should at least be a width of 1m, to accommodate for a 600mm wide cyclist with 200mm either side for good measure. However, we have decided that due to the likely high cycle traffic on Urban Main Streets it would be responsible to increase the width of the lanes

slightly to allow for a more comfortable cycle.

The EAE/EAHV document also makes clear that a buffer zone should be formed of at least 750mm to allow for a sufficient distance between the opening of parked car doors and cyclists passing.

This is an extremely important safety feature that should not be overlooked when designing for off street cycle lanes.

Figure 102 - 1.25m wide Cycle Lane - Berlin (Authors Own Photograph)

Figure 103 - 1m wide Cycle Lane - Berlin (Authors Own Photograph)

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Figure 104 - No 2-Way Cycle Lanes

Figure 105 - Cycle Lanes Crossing Local Street Junctions (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

Vehicle traffic lights will only be implemented at urban main road to urban main road junctions.

To keep with such order, there will be traffic lights for bicycles also at these junctions, but additionally lanes guiding bicycle traffic to keep traffic flowing smoothly. However, these should only be implemented at such junctions. Taking inspiration from Berlin, if a cyclist intends to turn left at this type of junction, they should traverse straight over the junction but keep to the right and wait with the current waiting cyclists going left (which would now be straight ahead).

Cycle lanes traversing any Local Street junction have right of way over any vehicles entering or exiting the street. At Urban Main Street to Local

Main Street junctions, order should naturally be formed between cyclists, drivers and pedestrians as to who’s right of way is given.

Figure 106 - Cycle Lane Crossing Local Street Junction (Authors Own Photograph)

Figure 107 - Cycle Junction and Traffic Lights (Authors Own Photograph)

It is very important to note that there are no twoway cycle lanes throughout this plan. Cycle lanes should follow the direction of vehicle traffic and not increase the likelihood of a head on collision between bicycles. Furthermore, prioritising one side of the street to implement cycle traffic would prioritise services and facilities on that one side of the thoroughfare. It should be determined that for the sake of safety and to keep the equilibrium of the street as central as possible, cycle lanes should be on both sides of the street.

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Figure 108 - Cycle Lanes at a Major Junction (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

Figure 109 - Cycle Lanes at a Major Junction Berlin (Google Maps, 2019)

- Local Main Streets Local Main Street cycle lanes will be the minimum requirement of 1m wide with still a 750mm buffer zone between the cycle lane and parked cars. Junction priority will work similar to Urban Main Streets in that crossing Local Street junctions, right of way will be given to the cyclist. However, at Local Main Street to Local Main Street junctions’ cyclists, drivers and pedestrians will have to give way to one another in an orderly and humane fashion.

- Local Streets Local Streets will not have any formal cycle lanes, however, due to the projected low speed of vehicles, it will be advised that cyclists can certainly traverse these streets with ease, sharing the thoroughfares with automobiles and pedestrians alike.

Urban Main Street Cycle Lanes

Local Main Street Cycle Lanes

Page 160

Figure 110 - Cycle Parking outside of Heidelberger Platz, Berlin (Authors Own Photograph)

Figure 111 - Cycle Parking - Prenzlauerberg, Berlin (Authors Own Photograph)

- Cycle Parking Parking for cycling is essential in encouraging people to use bicycles as a means of getting around. As discussed previously, we understand that bicycles can be parked and locked up informally, but cyclists should be provided adequate parking facilities throughout the city, especially sporadically along all types of

streets. Though, cycle parking is required at the larger scale for places which act as destinations for cyclists. Such examples of significant cycle parking are outside Glasgow Cross Station and outside of the Exhibition Centre. Bicycle Parking is a very cheap and easy to implement piece of infrastructure with great effects.

Cycle Parking outside Glasgow Cross Station

Cycle Parking at Union Triangle

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10.4 Parking O

- Urban Main Streets + Local Main Streets Parking along Urban Main Streets and Local Main Streets will be parallel, providing conventional end to end on street parking spaces. Such spaces will be 2m wide and 5.5m long as recommended in the EAE/EAHV and form no longer than eight spaces continually, or a distance of 44m. These breaks in parking allow for sections of formal or informal crossing, the implementation of cycle parking and/or a section for SUDS where required. These spaces will be a minimum of 4m long.

n-street parking is advised where ever possible. Such parking creates a barrier between cyclist and pedestrians on the street with moving vehicles along the carriageways.

Parked cars also provide the notion to drivers that the carriageway is actually narrower than it is, slowing vehicle traffic moving along the roads.

Off-street parking has been completely avoided, as such type of parking indicates incredibly poor-quality land use. With the relatively high density of Calton, walking and cycling are truly a viable option, so it can be determined that not an enormous amount of parking spaces will be needed as people won’t rely on owning a car.

Figure 112 - Parking Transects (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

Urban Main Street + Local Main Street Parking

Page 162

Local Street Parking

An important non-physical element of the design will be that outside buildings of ground floor active frontage there will be a minimal charge for vehicles to use the spaces. This is not to make a profit on people parking there, but to make sure there is a high turnover of people using the services and amenities parallel to such parking space.

- Local Streets Local Streets will also provide on street parking; however, bay parking will be used at an angle of 50 degrees. Such spaces will be 5m long and 2.5m wide to accommodate for the opening of car doors while never amassing to more than 9 spaces in length, or 22.5m. Spaces between sections of parking will be 10m, providing 30% of the parking section to other uses. Each 10m segment will allow for the planting of trees and implementing of cycle parking, but again also accommodate for any required section of SUDs.

Figure 113 - Urban Main Street/Local Main Street Parking - Weissensee, Berlin (Google Maps, 2019)

Figure 114 - Local Street Parking, Amsterdam (Authors Own Photograph)

Page 163

10.5 Carriageways - Urban Main Streets Drivers do not follow the speed limit; they drive as fast as they feel is safe to do so. Wide carriageways account for fast traffic, as carriageways are narrowed the speed of vehicles along streets decreases. According to the EAE/ EAHV carriageways of 3.5m wide encourage a driving speed if 50kmh, or roughly 30mph. Such speed matches the ideal of Urban Main Streets traversing through a district. 30mph has long been implemented in such places throughout the UK, but wide roads have always made these speed limits redundant.

conferring to the EAE/EAHV is a radius of 9m.

The minimum has been implemented for good reason. If a corner is too shallow, this encourages for vehicles to drive quickly around them and also increases the distance to cross the street for a pedestrian. What’s more a pedestrian has to almost fully turn around at shallow junctions to check for traffic, all of these reasons support a tight junction. But if the supplier cannot make their drop at the bakery or the residents bins cannot be emptied then implementing a very tight corner becomes impractical. Thus, we have to assess the very smallest radius required.

Junctions to Local Streets will be slightly smaller at a 7.5m radius, this is to allow for the turning of triple axel bin lorries onto such streets, this is determined the likely largest vehicle to traverse residential streets.

It can be assumed that the likely largest vehicles to traverse Urban Main Streets, and Local Main Streets for that matter, will be buses and artic wagons. A minimum turning radius is required for accessibility of such vehicles, which

Urban Main Street Carriageway

Figure 115 - 7m Wide Street, Berlin (Google Maps, 2019) Page 164

- Local Main Streets Local Main Street carriageways will be slightly narrower than that of Urban Main Streets.

Reducing the width to 3.25m instead of 3.5m decreases the likely speed of vehicles to 30kmh, or roughly 20mph. Such decrease in speed

matches the decline in street hierarchy. Corner radii follow the same conventions as previously discussed. Local Main Street to Local Main Street junctions have a corner radius of 9m, while all junctions to Local Streets have a radius of 7.5m for the anticipated likely passing vehicle typology.

Local Main Street Carriageay

Figure 116 - 6.5m Wide Street - Copenhagen (Google Maps, 2019)

Figure 117 - 37m Wide Junction - Hunter Street, Calton (Authors Own Photograph)

Proposed Corner Radius

Page 165

Local Street Carriageway

Figure 118 - 5m WIde Street - Berlin (Authors Own Photograph) - Local Streets Local Streets will have a carriageway of 2.5m, considerably narrower than Urban Main Streets and Local Main Streets, this is due to the fact almost all Local Streets will be residential streets, thus it’s important for traffic to travel around 10mph. All Local Street to Local Street junctions have a radius of 7.5m.

Page 166

Page 167

10.6 Traffic Calming Techniques T

raffic calming techniques are vital throughout urban streets. Speeding vehicles intimidate pedestrians and cyclists and inflict huge danger to other users of the streets.

Automobiles have been normalised in our lives, so it’s easy to forget that vehicles are essentially thousands of kilos steel blocks moving around in close proximity to humans at immense speeds.

Reducing speeding and irresponsible driving has been a problem for years, however, if we design our streets in a specific way, the speed of vehicles will be relatively very low. We have already seen numerous traffic calming examples, such as narrow carriageways, sharp corners and onstreet parking, however, there are other practices to take into consideration.

lines painted on the roads and the indicative signs at the road side. Removal of these guides where possible reconnects the driver to the actual surrounding environment and encourages human interaction between drivers and other users of the street. Removing lines and signs increases driver uncertainty, forcing the driver to slow down and take into consideration the actions of pedestrians and cyclists. It has been decided to remove all painted lines and signage from Local Main Streets and Local Streets.

Driving at a speed of 20mph or less, which is intended along these streets, allows for this vital human interaction. Thus, at junctions’ drivers, pedestrians and cyclists should give way accordingly. It has been decided to paint lines and implement only very specific signs at the side of the road along Urban Main Streets.

As traffic is anticipated to be roughly 30mph through such streets, it then becomes necessary to include some formality. What’s more, the only traffic lights will be implemented at Urban Main Street to Urban Main Street junctions – note, this is why the carriageway widens slightly before entering the junction, to allow traffic to both turn and travel straight ahead.

Increasing Driver Awareness A key deterrent of dangerous driving in the city is the reduction and even elimination of road markings and signage. When we have numerous methods of being told exactly how to drive, we become robots to a certain formation.

This completely disconnects the driver from their actual surroundings, creating a bubble of theoretic driving conditions determined by the

Raised Junctions Page 168

Figure 119 - Raised Junction - Schoneberg, Berlin (Authors Own Photograph) Raised Carriageways Raised sections of road slows traffic, speed bumps (or sleeping policemen) are a prime example that have been used as a speeding deterrent for years. Within this plan we have decided to raise strategic parts of carriageways to pavement height (up to 100mm) not only in an effort to slow traffic but create spaces that are to be used equally between pedestrians and motorists. Such spaces will be Local Street to Local Street junctions, creating much shared

space in residential quarters and also Local Main Street to Local Main Street junctions. It’s vital to raise the Local Main Street to Local Main Street junctions as vehicles will be travelling up to 20mph and there won’t be any clear right of way, so is necessary for vehicles to slow right down.

Furthermore, all crossings between junctions will also be raised to the height of the pavement.

All raised sections along Urban Main Streets and Local Main Streets will be marked clearly with chevrons to prevent accidents from occurring.

Figure 120 - Removal of Street Lines + Signs - Preston, United Kingdom (ITV, 2014)

Local Main Streets + Local Streets Deficient of Lines other than Crossings and Cycle Lanes Page 169

10.7 Crossings A

ll crossings throughout the masterplan are 4m in width, providing sufficient space for pedestrians to cross comfortably according to the EAE/EAHV. Crossings are located at every Urban Main Street to Urban Main Street, Urban Main Street to Local Main Street and Local Main Street to Local Main Street junction. This is where traffic is anticipated to be between 20-30mph and thus justifiable for the implementation of formal crossings. Such crossings will be based at the most 100m apart, so theoretically everyone on these streets will always be within 50m, less than a minutes-walk of a pedestrian crossing.

However, there will be no crossings along Local Streets as traffic will be slow enough for pedestrians, cyclists and drivers to share the space appropriately. Informal crossing will likely happen at any section along these streets. No crossings will be implemented on cycle lanes as here it should be determined that the pedestrian and cyclist give way to one another in an orderly fashion. Though there will be a pedestrian crossing over cycle lanes at Urban Main Street to Urban Main Street junctions where right of way is prioritised by traffic lights.

Figure 121 - Example of Loal Main Street Junction with only Crossing Markings - Berlin (Google Maps, 2019)

Figure 122 - Crossing between Junctions - Berlin (Google Maps, 2019)

Figure 123 - Crossing Dimensions (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

Crossings

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10.8 Bus Stops A

s justified previously, all planned bus stops will be implemented after junctions, as to place before junctions would encourage vehicles to dangerously overtake into junctions. The EAE/ EAHV determines this distance should be 30m after such junction and form of a 20m stopping space. Bus stops will not be recessed into the side of the road but will stop along the carriageway acting as a traffic deterrent, slowing vehicle

traffic. Along streets of on-street parking the bus stop shelter/waiting area will form in the space where on-street parking would be. However, some streets do not have such parking and require a slightly set back bus stop, making way for the traversing cycle lane. This is nevertheless a slight inconvenience and a frequently used method.

Figure 124 - Bus Stop Transect (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

Conventional Bus Stop

Figure 125 - Distance from Junction to Bus Stop (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993)

Bus Stop on Street with No Parking

Page 171

10.9 Materials T

he use of certain materials throughout a street can completely change our perception of a space, how we interpret its use and how well a street is looked after. Therefore, different materials and colours are theorised to be used in the development of the streets.

that can be considered the frontage. Cobbles are just as easy to prize up and re-lay as flags. The next section of the pavement, the key area for walking, is made up of conventional flags. To the other side of this space are cobbles again, usually surrounded by the pavement features such as lamp posts and benches. Laying materials in such fashion suggests what these spaces on the pavement are used for, but do not strictly define these spaces. This also provides diversity to the pavements and emits the sense that these are spaces that are considered important and taken care of, the complete opposite of using patched in tarmac. Though this method will cost slightly more than simply tarmacking pavements, the benefits of such cost are enormous. Some form of cobbles, or flags, or eloquent styling of street should be considered when determining the materials to use along the pavements. This could perhaps be a certain Scottish stone, such as sandstone or granite, interlacing cultural identity into the streets. This also provides the chance to use Scottish stone for curbs as already is the case for a lot of Glasgow.

- Pavement Materials A key problem in Glasgow is the use of tarmac for pavements. It’s inevitable that at some point, especially in an urban area, that the pavement will be dug up to input and update utilities. With a tarmac pavement, this creates a minefield of poorly replaced services. Utility workers simply cut out a hole and fill it back in with tarmac once they have finished. This makes streets look awfully maintained. Any proposed pavements should at the very least use paving flags instead.

Flags can be prized up to access utilities, but then laid back down seamlessly once the job is done. This leaves no sign of dismemberment along the pavement. Observing the finer details of street materials, we can look at Berlin as a great example. Towards the edge of buildings small cobbles make up the pavement in the space

Figure 126 - High Street Pavement Materials (Authors Own Photograph)

Figure 127 - High Street Pavement Materials (Authors Own Photograph)

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Figure 129 - Local Street Pavement Materials EbersStrasse, Berlin (Authors own Photograph)

- Cycle Lane Materials For safety reasons cycle lanes should be coloured in a sandstone red, or at least a different colour to the rest of the pavement, to clearly define that the cycle lane exists. If the cycle lane is not clearly distinct, the space could be misinterpreted as part of the pedestrian pavement, resulting in possible collisions and injury. They should also be clearly defined when crossing junctions, made blatant to car drivers to give way to cyclists. The buffer zone alongside the cycle lane should be the same colour/materials as the pavement as it bears no real significance other than providing a cushion between parked cars and cyclists.

Figure 128 - Urban Main Street/Local Main Street Pavement Materials - GoltzStrasse Berlin (Authors own Photograph)

- Carriageway + Parking Materials Tarmac is a perfectly viable material to use for carriageways and parking. Though, raised spaces of carriageway should be of a lighter colour, determining significance of such space as a combination of both drivers and pedestrians.

Figure 130 - Cycle Lane Materials - Brunnenstrasse, Berlin (Authors own Photograph)

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11 Page 174

11.0 Ecological Network

E

cological sustainability is an issue which has been frequently raised in cities during the 21st century. Weather extremes, such as flooding and heat waves have become the norm and is likely to some extent down to the way we have been planning and designing urban spaces. It is important that in Calton we make efforts to conform with the ecological equilibrium, to generate places which closely follow specific characteristics of the likely preurban environment and maintain such balance.

To implement ecological conditions without destroying the urban fabric, natural elements have been seamlessly interwoven into the plan of Calton and considered in such a way not to only benefit the natural environment, but also profit social elements too.

Page 175

11.1.0 Sustainable Urban Drainage System (SUDS) O

bserving the topography and flooding map we can identify several flooding problem areas throughout the Design Area Boundary, likely due to poor infiltration and the configuration of ground height. Such areas include Alexander’s Public Primary School, Duke Street, various areas along the North Clyde Line, throughout Parsonage Square, surrounding the Mercat Building/Glasgow Cross Station and on a considerably larger scale throughout Glasgow Green and the proposed Exhibition Park. It should be noted that these are existing flooding areas, thus, it’s likely that with the complete covering of the North Clyde Line, flooding will be expected to be relieved in this area. Furthermore, it’s quite difficult to determine where future flooding problems may lie on the site, due to the amount of physical change planned throughout Calton. What we can conclude for now is where flooding hotspots are located and in what ways these can be tackled.

The Low Impact Development (LID) design manual (2010) has been used frequently throughout this subsection to determine the best likely design techniques to combat flooding in urban areas. Specifically, from this document we can establish that high surface run-off is a key factor of flooding in cities, as water accumulates in one space as a result. These spaces have clearly been defined in the previous paragraph and this design manual has helped us produce techniques to reduce surface run-off. High surface runoff is caused by using construction materials throughout infrastructure that do not allow the permeation and infiltration of water, these are two factors we can commonly find of undeveloped and natural ground. Through this design we have focused less on examples of traditional hard engineering, and more on faux-natural soft engineering, replicating the likely natural ground and environmental characteristics of virgin Scottish land. By doing so, our aim is to slow, spread and soak rainfall.

Figure 131 - Hard Engineering vs Soft Engineering (Low Impact Develpment, 2010)

Page 176

Page 177

11.1.1 Trees T

rees are a dynamic element in urban spaces, they’re relatively cheap and easy to implement, while carrying numerous social and environmental benefits. Trees produce a considerable amount of evapotranspiration, infiltrating and slowing the surface run off of water, but also cooling the surrounding atmosphere, reducing the urban heat island effect. When placed frequently along streets they can soak up a considerable amount of rain water, however the space under the trees must not be compacted to allow infiltration to occur. It’s also important to choose the right type of tree, evergreens should be avoided as they produce foliage all year round. Trees that drop their leaves for winter are considered more useful along streets as they provide shade from the sun in the summer, but then in the winter allow the all-important light to penetrate the street. Tree lined streets also slow vehicle traffic as they make streets feel smaller and quaint, and for this reason, trees create a human-scale atmosphere at street level. They’re also considered elegant and provide an enormous sense of nature in an urban environment.

Figure 132 - Tree-less Gallowgate (Authors own Photograph)

Figure 133 - Ecological Network formed by Trees (Low Impact Develpment, 2010) Page 178

Figure 135 - Height + Width of Trees (Forschungsgesellschaft fur Strassen- und Verkehrswesen Arbeitsgruppe Strassenentwurf, 1993) Due to the many benefits of trees in society it has been theorised that they should be interwoven into the design as much as possible. Therefore, trees have been implemented along the buffer zone of every Urban Main Street and Local Main Street, providing even more of a cushion between cyclists and parked cars. According to Whyte (1979), trees should be and have been spaced 7.5m apart along these streets. Furthermore, conferring to the EAE/EAHV (1993), this would likely make the trees 7.5m tall, or 2-3 stories high, keeping in scale with such thoroughfares. Local Streets follow a slightly different strategy and apply two trees per 10m gap between vehicular parking spaces.

Figure 134 - How Trees are Implemented Along Streets (Low Impact Develpment, 2010)

Figure 136 - Mรถnckebergstrasse Shopping Street (Pinterest, n.d)

Page 179

11.1.2 Rain Garden + Pervious Paving R

are implemented along the parking section of streets, commonly in the already designated sections of no parking between amalgamations of parking spaces. Determining the severity of flooding should regulate the extent to which rain gardens are used. Originally, they should be implemented in sections of 3-5m along the street, if problems persist it should be considered that these gardens are extended up to a maximum of 10m, sacrificing parking spaces and to allow for informal crossing of the street. If flooding is still an issue, rain gardens should be implemented further away from the problem area and consider introducing pervious paving to parking spaces.

ain gardens provide an excellent method of decreasing surface run off and infiltrating/ consuming water in flooding hotspots. Such spaces contrast the typical materials used that make up conventional streets, such as tarmac and concrete and divert water from entering orthodox cylindrical underground drains. Rain gardens are typically formulated in a similar fashion to that of the foundations for trees, permitting water to infiltrate through the soil.

For this reason, again, the space underneath rain gardens should not be compacted. Furthermore, rain gardens provide a natural element to the street scape and allow for creative and innovative styling, heightening identity and sense of place.

As has been determined, solid surfaces increase surface run-off and as a result, flooding. If the use of trees and rain gardens is insufficient in reducing flooding, then permeable surfaces should be considered for parking spaces. These spaces usually consist of a mixture of solid surfaces, with absorbent surfaces in between, ever more improving the infiltration of the streets surface.

This common method of SUDS should be implemented within flooding hotspots and along streets for at least 50-100m away from such hotspot, to allow the spreading and slowing of surface water to these common places. Such places include along Duke Street within proximity to Alexander’s Public Primary School, throughout Parsonage Square and around Glasgow Cross Station. Rain gardens

11.1.3 Bioswales B

ioswales work in a very similar fashion to rain gardens, though typically on a much larger scale. Problem areas have been identified in Glasgow Green and the proposed Bellgrove Park, these are both spaces which are considerably open and will allow more flexibility in how to deal with the flooding issues in these areas. Bioswales

can be introduced in these hotspots, with the potential to seamlessly fit into the design of each park, but also provide an opportunity to create diversity within the parks themselves. They have the potential to become attractive features in the parks if they’re implemented tastefully.

Page 180

Figure 137 - Curb Types to allow Heavy Rainfall into Raingardens (Low Impact Develpment, 2010)

Figure 138 - Pervious Paving - Parking (Grass Concrete, n.d)

Figure 139 - Roadside Raingarden - Nottingham, United Kingdom (Landscape Institute, 2016)

Figure 140 - Lawns should be Avoided (Low Impact Develpment, 2010)

Figure 141 - Bioswales in the Urban Environment (Low Impact Develpment, 2010)

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11.2.1 Global Parks G

perhaps not reaching their potential, however.

Glasgow Green holds some events throughout the year such as TRNSMT, a music festival which takes place on the green. This type of event should be encouraged and sought after to make the most of such brilliant but rare open space in the inner-city.

lasgow Green and the Necropolis are global green spaces in Glasgow. They provide the nodal points for ecological networks to formulate and offer invaluable social spaces for not only people in Calton, but from all over Glasgow and Scotland. The green spaces themselves should physically remain as they are – they’re designed well and are unique. The uses of these spaces are

Figure 143 - Glasgow Green in the Summer (n.d)

Figure 142 - Significance of Glasgow Green + Necropolis

Figure 144 - Sunday Karaoke at Mauer Park, Berlin (Authors Own Photograph)

Figure 145 - TRNSMT Festival on Glasgow Green (Clashmusic, 2019) Page 182

11.2.2 Linear Parks L

individuality will be lost, and one large cultural hybrid is created. This does not by any mean subcultures should be secluded, but in fact the opposite. Chance should be given to experience different walks of life and so each subculture should be well connected to others. Bellgrove Park and Tobago Park are important in keeping the distinct exceptionality between the district and neighbourhoods. However, these spaces cannot be simply strips of green land and must conform to an inclusive and usable environment, which will be discussed in more depth in the next section.

inear green parks have been implemented to the north-east and south-east of Calton, these provide an almost entirely continual green network as parkland between the two global green nodes that are Glasgow Green and the Necropolis. Such green spaces perform as a buffer zone between the district of Calton and surrounding neighbourhoods of Dennistoun and Bridgeton. According to Alexander (1977) it is important to determine and respect subcultures as individual homogeneities that collectively act as a diverse greater whole or can be considered a ‘mosaic of subcultures’. The argument here is that if communities sprawl into one large mass, then

Tobago Park

Bellgrove Park

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11.2.3 Local Parks (Pocket Parks) P

ocket parks are a vital part of inner cities.

They allow people to be close to green spaces, without having to travel a long distance to access simple forms of nature. They’re also incredibly useful if they’re planned properly – this said, evidence of implementing greenery in cities in the UK shows that these spaces are unbelievably poorly designed. Firstly, we have to determine how green spaces work in cities.

There are large parks which perform as a global and local service, there are small parks which act

as a local service, and then there are midsized parks, which are usually too big and impersonal to be used at a neighbourhood or community scale, but too small to attract the attract use from a wider demographic. However, as we’ve just determined, medium sized green spaces can be implemented but as peripheral buffer zones in between nodes.

Figure 146 - Pointless Grass (Meeda, 2018)

Figure 147 - Hexenspielplatz, Berlin (Authors Own Photograph)

Figure 148 - Chamissoplatz, Berlin (Google Maps, 2019)

Figure 149 - Chamissoplatz, Berlin (Google Maps, 2019)

We have already determined the amount of Global Green Nodes are more than adequate

Page 184

Montgomery Park

Gehl Park

around Calton. Within the design we have included Local Green Nodes (or pocket parks) where possible in between blocks throughout the district. Where pocket parks couldn’t be implemented naturally in between blocks, plots were removed within blocks to create space for such green spaces. Thus, almost all buildings within the Design Area Boundary are within 150m of usable green space. One key factor of poor-quality green space in the UK is that it’s usually just grass, and grass only. Usable green space can be defined as a green area at the human scale which follows such conventions:

roughly the size of half a block, a perimeter of plants and trees around the park edge, a play area for children to use, strategically located benches and informal seating throughout, well connected paths with great accessibility, usually a defining feature and a strong balance between grass and flower beds. These create green spaces in which people are encouraged to use, different types of people at various times of the day. They are a space for retreat, for leisure, for play, for communities to gather and informal participation to occur, they are a dynamic element within the neighbourhood.

Alexander Park

Jacob's Park

Page 185

Lynch Park

Ji Sung Park

Page 186

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12 Page 188

12.0 Phasing W

e find it important to implement a gradual phasing technique of the development.

The overall proposal is likely to grow naturally over a period of roughly 25-30 years, due to the sheer scale of the district. Many new-build housing estates in the United Kingdom are built within half a decade, however, these are nonplaces with very little character and hold no identity or integrity. Calton will be more than an endless stream of meandering suburbs and culde-sacs, but a fully functioning and vital district of significant importance to Glasgow as a city.

To develop Calton in one chunk would be irresponsible, this would be an illogical move for any developer as the demand for such amount of property is never needed at one time.

Furthermore, if this method were implemented population density would be sparse and sporadic, isolating clusters of families for years until the occupation rates of buildings naturally rose. Therefore, we have to determine what the most important features of this project are, those which perhaps not only benefit the immediate community, but the wider city and contrast these elements against parts of the development which are dependable on other qualities and should be developed further in the future.

Though this is a 30-year plan, it should be noted that the district will not be finished in 30 years, many elements and factors might change during and after this timeframe. It’s important that the masterplan isn’t seen as the end product, but a guide to how the district could look in the future, hopefully Calton will continue to morph and develop past this 30-year proposal and for many years to come be an integral entity of the largest city in Scotland.

Page 189

12.1 Phase 1 Infrastructure + Functioning Nodes (2020-2028)

T

he initial focus of development will be upon the key elements of infrastructure that provide the foundations for the district to thrive. Without these, the survival of most of the proposed buildings in the district would be unlikely and even in spaces, such as Collegelands for example, development would be impossible.

These include the implementation of a new north to south axis Urban Main Street through the centre of the district, development of Glasgow Cross Station and the excavation and covering of the North Clyde Line.

Furthermore, it has been decided to relocate industrial tenants from the central spine of Gallowgate and implement development fully from Glasgow Cross Station to the newly applied Urban Main Street. Improving the centrality of the district and increasing the likely footfall through the opening of the station, the chance is given for probable development to form in this space. Essentially this will formulate the potential district node of Calton. Development will also be strongly encouraged for the potential blocks around High Street Station, again concentrating on creating a fully functional district node.

We have also concluded that to the west of the newly implemented Urban Main Street in Calton and the north edge of Gallowgate, development should be strongly encouraged, thus infilling the whole of Gallowgate as continuous established land. However, to the south of this section, the original urban fabric will remain untouched, as we see little reason to disturb such area of the district until absolutely necessary.

Assuming development starts in 2020, we estimate that this that the first phase will be complete within eight years.

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4

MOLEN

INGRA M STREE

4

3.5

4

N

4

3.5

3.5 3.5

4

4

4

4.5

STATIO

4

3.5

4

EET

3.5

3.5 3

NEW

4

4

HU

3.5 4

4

L STR

3

3

3.5

MCKEVITT

AGE SON PAR

4 3.5

4

OW CROSS

3.5

3

4

BEL

3

3

4

4

4

3

3

3.5

4

4

GLASG

3 3.5

4

3.5

3 3

Y STREET

3.5 4

3.5

3.5

BRISB

ET

3.5

4.5

S STRE

3.5

4.5

NELI

3.5

4.5

ANE

3

4.5

3.5

4

3

ET

3.5

3.5

STRE

3.5

VE

3.5

BELL GRO

3.5

ET

3.5

STREE

4 4

3.5

OMB Y STRE

3.5

2

TOBAGO PARK

2

2

2

2

2

2

2

2

ABE

3.5

ET

3.5

4

4.5

ROAD

4.5

E STRE

3.5

3.5 3.5

4 4.5

OURN

3.5

Y STREET

4 4.5

4.5

4

MELB

3.5

SYDNE

4

4.5 T

4.5 4.5

4

4

4

4

AM INGRA M STREE

4.5

Building Typology Residential Terraced (Single Family) Townhouse (Multi-Family - Single) Tenement (Multi-Family - Double) Tenement (Multi-Family - Multiple)

4

ET CHA

H WA Y

HA VAN

4 4

INGR

4.5

4

TUREEN STREET PRIMARY SCHOOL

E

NA

4

4 NEW

4.5

4

4

RLOT

4

4

JI-SU NG PARK

4 4

TE STRE

4 4

5

LYN COM CH MUN CEN ITY TRE

4

4.5 4

BARRA’S AVENUE

5 5

PLAC

GTC

STREE

4.5

HIGH STREET STATION

Open Space Open Green Space Public Pathway Children’s Play Park

12.2 Phase 2 Natural Infill of West Calton (2028-2034)

W

e see the next phase of development to likely infill in between the newly implemented Urban Main Street of Calton and the city centre. This space currently has a very low building ground coverage, so it is advised to develop this section once all necessary infrastructure has been completed to gain use of such land as soon as possible. This conforms to a natural dispersal of the city and, quickly creates High Street as a centre and supplies vital surrounding density also to the district node of Calton.

Once the implementation of vital infrastructure is complete, we determine the development of phase two will take only a short time, perhaps only six years as the desirability of living close to the district centre will be relatively high.

Page 192

DUKE

STREE

T

Legend

HAVAN

NAH

5

T

3.5

3.5

3.5

3.5

3.5

3.5

4

4

4

3.5

3.5

3.5

4.5

3.5

3.5

SYDNE

3.5

3.5

ROW

4

ROAD MAN

ET STRE

4.5

4.5

4.5

4.5

4.5

4.5

4.5

HERRAGHTY’S

RK

NA E

AC

PL

STRE ARY ET SCH OOL

ET

T

RCR 3.5

ET

3 3 3 3.5

3.5

3.5

3.5

DIC

RK

ET RE

PA

ST

RY

ON

ME

KS

3.5 2

2

2

2

2

2

2

D

3 3

N ROA

3.5

LAR SSO

POR

3

ON

ND

LO AD RO

STR EET RNE BOU MEL

Page 193

2

2

2

2

2

3.5

4

Blue - Second Phase

TA

CE PLA

2

2

2

2

2

2

2

2

2

2

2

3.5

3.5 3.5

3.5

4

ST. JAMES PUBLIC SECONDARY SCHOOL

3.5

3

3

3.5

3.5

T

2

3.5

3

3.5

3

4

3.5 3.5

3.5 3

3.5

3.5

3.5

GLASGOW GREEN

3.5

3

3

K STRE

CE STREE

3.5

4

3.5

4 4

3.5

4 4

3.5

3.5 3.5

4

T

3.5 4

4 4

3

3.5

LYNCH PARK

3.5

4

E

3.5 3.5

SPEC

SHA 4

4

4

3.5

STRE ET RNE BOU MEL

ET 4

4

4.5

3.5

ROMI

UR STREE

4 4

4

GO NT

4

3.5

WGAT

3.5 3.5

T

3.5

4 4

MONC

4 4

4

PORT A STREE

4

3.5

4

4

4 4

4

MO

4

STRE HEE

D’S 4

4

EET

T STREE

4

4

4

3.5 3.5

3.5 3.5

3.5

4

4

4

4

4

4

5

3.5

GALLO

3.5

4

4 4 4

4

4.5

3.5

4 4 4

4

4

4.5 3.5

4

4

3.5

STREE

CALTON LEISURE CENTRE

4

4

4

4

4.5 4

3.5 3.5

4.5

4.5

4 3.5

3.5

4

3.5

4

4

4

4

4

4.5

AD RO

4 3.5

3.5

OL

LA

CHARL OTTE

ON ND

4

3.5

RY SCHO

4

4

4

’S ROW EET

4

3.5

GLASG PUBLI OW C PRIMA GREEN

BELLGROVE STATION

GTC

Street Features Cycle Lane Bus Stop Raised Area Pedestrian Crossing

4.5

4.5

CALTON LEISURE CENTRE

4

T RK STREE

4 3.5

LO

ET

4.5

4.5

EN’S

4

3.5

E STRE

2

DRIVE

4.5

4

4 5

4.5

AIT

3.5 3.5

NDYK

2

SPECK

4.5

WAY

T

T

4

LANA

3.5 4

GREE

STREE

4 4.5

3.5

STR

4

3.5

2

4

4

ST. LUKE

NSON

4

KEN

4

4

4

4

PUB TUR LIC EEN PRIM

UR STREE

STEVE

4

NE

N STR

LA

BAI

’S

2

4

4

DY ER

2

4

4

4

4

MONC

KENT

5

EET

4.5

4

T T

4.5

STR

4

ST. STEPH

STREE

5

EL

2

4

4

4

STE

2

DWYER

4.5

4.5

5

LK STREE

4

4.5

4.5

4.5

4.5

4.5

4.5

SUFFO

2

UTH

4.5

4.5

4.5

4.5

4 4

4

4.5 5

ROSS

4 4.5

2

R STRE

MO

WA Y

4

4

4

4.5

5

GATE

4

BELLGROVE EXHIBITION CENTRE 2

SPOUTMO

4

STREET

4

5

5

GALLOW

4.5

4

STREET

ET

IR STR

RE

EET

S ST ON

4

4.5

5

5

LO

ND

4

5

4.5

RN

TU

4

UE

AD RO

EW

DR

5

A’S AVEN

ON

AN

ET

4.5 4.5

4.5

3 3

2

4

3.5

BARR

ND

5

E CAMPB

LO

ST.

SAL TM ARK

4

ELL STREET

5

5

4.5

BU

NE STREET

4

4

4.5

5

4.5

3

3 3

PARK

4

4

4

4

4

MCFARLA

GREAT

4.5 5

4.5

WILSON

4

3 T

3

3

3

STREET

DOVE HILL

4

5

5

4.5

ST

CART

CHANNEL 4 CREATIVE HUB 4

4

3

4 4

3.5 ALEXA

NDER

INGRA M STREE

4

3.5 3.5

4

4

4

4

4

TRIANG

4.5

5

ET

RE

LL

4.5

4

4.5

LE

UNION

NTE

STR RLO TTE CHA

STREET

GATE

3 NEW

4

4

4.5

4

LOW

3 4

CALTON PUBLIC PRIMARY SCHOOL

T

4

ALEXANDER COMMUNITY CENTRE

4.5

KRIE

EET

DINAR

MOLEN

4.5

3.5

BURTON STREET

SQU ARE AGE SON PAR

EET HIG

N STR EET WA TSO

BELL PLACE

4

4.5

2

4

4 ER STREE

4

4

2

3.5

4

4

4 HUNT

4.5 4.5 4.5

T

JACOB’S PARK

3

4

2

4.5

4.5

4

4

STREET

4

4.5 4

4

STREE

BELLGROVE PARK

4

4 4 4

4

Specialist Education Public Facility Office Train Station Confirmation/Existing

T

2 2

4

4

4 4

4

4

4.5

4

4 4

BELL

GAL

4 4

4

4

4

N

4

T

STREE

3

3.5 4

4

4 ER STREE

DUKE

3 3.5

4 4

4

4 4

4

3

3

4.5

4

4

4

4

4

SYDNEY

H STR

4

T

3

3 4

4 4

3.5

HUNT

4.5

3.5 3.5

3

3 T

4

4

4

3.5

ER STREE

EET

INGRA M STREE

4

3.5

4 4

HUNT

STATIO

4

3.5

4

GTC

4

HU

3.5 3.5

4

L STR

3

3.5 3

NEW

4

4

R WA Y

3.5

4

BEL

3

3

3.5

MCKEVITT

AGE PAR

SON

4 4

4

3

3

3.5

4

3

4

OW CROSS

3.5

4 4

3

4

4

GLASG

3 3.5

3.5

3 3

Y STREET

3.5 4

3.5

ANE

GEHL PARK

BRISB

ET

4.5

3.5

4

3

ET

3.5

STRE

3.5

VE

3.5

BELL GRO

3.5

S STRE

3.5

NELI

3.5

ET

3.5

3 3.5

4.5

OMB Y STRE

3.5

3 3.5

4.5

2

TOBAGO PARK

2

2

2

2

2

2

2

2

ABE

3.5

4

4.5

4.5

ET

4.5

T

4 4 3.5

3.5 4 4.5

4.5

STREE

E STRE

3.5

Y STREET

4 4.5

4.5 4.5

DUKE

OURN

SYDNE

4

4.5 T

4.5

4

ROAD

AM INGRA M STREE

4

MELB

CHA

H WA Y

JI-SU NG PARK

4

4

INGR

4.5

3.5

Building Typology Residential Terraced (Single Family) Townhouse (Multi-Family - Single) Tenement (Multi-Family - Double) Tenement (Multi-Family - Multiple)

4

TUREEN STREET PRIMARY SCHOOL

3.5

4 NEW

4.5

4

4

E

NA

4

4

4

RLOT

4

4 4

HA VAN

TE STRE

4 4 4 4

4

ET

4

5 5

LYNC COM MUNH CEN ITY TRE

4

4.5

BARRA’S AVENUE

5

PLAC

GTC

STREE

4.5

HIGH STREET STATION

Open Space Open Green Space Public Pathway Children’s Play Park

12.3 Phase 3 Infilling Peripheral Vacant Land + Replacement of Existing Buildings Along Easterly Urban Main Streets (2034-2042)

A

s the district pushes outwards, it is recommended to focus on the development of any available vacant land first, before the removal and redevelopment of already established buildings and infrastructure. Thus, it has been determined that the large section of vacant land to the north east of the district will experience growth accordingly. Furthermore, depending on interest, the first stages of building removal to the south east of Calton should be allowed, however only for the more lucrative sections along the Urban Main Streets, which will fit in naturally with the surrounding building density.

Due to the significant increase in population is it essential that during this phase St. James Public Secondary School is included for development and reimplementation to the public.

We theorise that the development of vacant land and St. James Public Secondary School should take no more than seven or eight years, however, the removal of existing buildings and infrastructure is a delicate process, likely meaning the formation of this phase will take up to eight years.

Page 194

DUKE

STREE

T

Legend

HAVAN

NAH

5

T

ET

DUKE

3.5

3.5

3.5

3.5

4

T

4

4

3.5

3.5

3.5

3.5

4.5

3.5

3.5

GEHL PARK

SYDNE

3.5

ROW

4

R WA Y

ROAD MAN CART

4.5

4.5

4.5

4

4.5

4.5

4.5

4.5

4.5

LA RK

NA E

AC

PL

STREET

EET

DIC

4

ET

RCR

3 3.5

3.5

3.5

ET

RK

RE

PA

ST

2

3.5

2

2

2

2

2

2

3 3 POR

3

LAR

ST. JAMES PUBLIC SECONDARY SCHOOL

ON

ND LO AD RO

BOU

RNE

STR

EET

2

MEL

Green - Third Phase

Page 195

CE PLA

2

2

2

2

2

3.5

4

GLASGOW GREEN

TA

2

2

2

2

2

2

2

2

2

2

2

3.5

3.5 3.5

3.5 3.5

RY

ON

4

3.5

3

3.5

3.5

4

3.5

3.5

3

3

3

4

T

3

3.5

4

3.5

3

3.5

3.5

T

4 4

3.5 3

3.5

3.5 3.5

4

4

3.5 3.5

3

K STRE

3.5

4

3.5

4 4

4 4

3.5

3

3.5

4

T

ET

UR STREE

4

3.5 4

ME

KS

4 4.5

3

3.5

ET SHA HEE

D’S

4

GO NT

4

3.5

E

3.5 3.5

LYNCH PARK

CE STREE

3.5

4

MONC 4

4 4

PORT A STREE

3.5

3.5

STRE RNE MEL BOU

STRE

ET

4

MO

4 3.5

3.5

3.5

3.5

4 4

4

4

STR

T STREE

4

4

4

4

3.5

WGAT

3.5 3.5

ROMI

4

4

4

4 4

4

4

4

5

3.5

3.5 3.5

T

3.5

4

4

4

4 4

4

4.5

3.5

4 4

4

4

4.5 3.5

4

4

4

4.5 4

3.5 3.5

4.5

4.5

4 3.5

3.5

GALLO

3.5 3.5

STREE

CALTON LEISURE CENTRE

4

4 4

4.5

AD RO

4 3.5

3.5

OL

4

4

3.5

4

4

4

4

4

ON

CHARL OTTE

ND

4

3.5

RY SCHO

4

4

’S ROW

EET 4

3.5

GLASG PUBLI OW C PRIMA GREEN

4

4

4

4

T RK STREE

4 3.5

LO

ET

2

BELLGROVE STATION

GTC

Street Features Cycle Lane Bus Stop Raised Area Pedestrian Crossing

4.5

4.5

EN’S

4

3.5

E STRE

2

CALTON LEISURE CENTRE

4 5

4.5

AIT

3.5 3.5

NDYK

T

4

LANA

3.5 4

GREE

STREE

4 4.5

3.5

KEN

4

3.5

4.5

4.5

4

ST. LUKE

NSON

4

2

4

4

SSO N ROA D

4

4

4

4

WAY

T

STEVE

4

NE

N STR

LA

BAI

’S

2

4

HERRAGHTY’S

4 DY ER

4

T

5

EET

2

DRIVE

UE

ET

4.5 STR

UR STREE

2

4

4

4

4

MONC

KENT

EL

4

ST. STEPH

STREE

STE

4.5

4.5

4.5

4.5

4

4

T

2

UTH

4.5

4.5

4.5

4.5

5

LK STREE

2

4.5

4.5

4.5

4.5

4.5

4.5

SUFFO

4

4.5 5

4 4

2

SPOUTMO

4

PUB TUR LIC EEN PRIM STRE ARY ET SCH OOL

4.5

5

BELLGROVE EXHIBITION CENTRE 2

DWYER

4.5

5

STRE

4

3

2

R STRE

EET

4

4.5

WA Y

4

4

4

4

5

5

GATE

ROSS

ON

4

4.5

5

GALLOW

LO

ND

4

5 5

IR STR

ET RE

S ST

TU

4

A’S AVEN

AD RO

5

4

4

3

4 4

3.5

BARR

ON

EW

DR

AN

4.5

4.5

4.5

PARK

SPECK

4.5

E CAMPB

ND

5

4.5

MO

4

ELL STREET

5

LO

ST.

ET

NE STREET

4

4

4.5

5

4.5

3

STREET

4

4

4

4

MCFARLA

GREAT

4.5

SAL TM ARK

4

5

4.5

WILSON

3

3

3

NDER

3 T

3

3

ALEXA

4

4

4

3

4

3.5

ALEXANDER COMMUNITY CENTRE

4.5

4.5

RN

3 INGRA M STREE

4

3.5 3.5 3.5

4

STREET

DOVE HILL

4

5

4.5

BU

4.5

CHANNEL 4 CREATIVE HUB

4

2 3

NEW

4

4

4.5

4

5

5

NTE

STR RLO TTE CHA

4

5

ET

4

4

GATE

RE

JACOB’S PARK

2

4

4

CALTON PUBLIC PRIMARY SCHOOL

T

4

KRIE

EET

EET N STR

GAL

ST

T

BELLGROVE PARK

2

3.5

4

4

4

LOW

LL

STREE

BELL PLACE

3

4

4

ER STREE

4

4 4.5

4

4

HUNT 4.5

4.5

Specialist Education Public Facility Office Train Station Confirmation/Existing

T

2 2

4

4 4.5

4

4

4.5

WA TSO

4

4

TRIANG

4

4.5

4.5

4.5

LE

UNION

4

4.5

4

4 4

4.5 STREET

4

4 4 4 4 4

BELL

DINAR

4

T

4

4

STREE

3

3.5 4 4 4

4 4 4

4

MOLEN

4

4

3 4

4 4

SPEC

AGE SON PAR

EET H STR HIG

T

4

3.5

4.5

4

DUKE

3

STREET

ER STREE

N

4

4

ER STREE

4

3

4 4

HUNT

3

3 4

SYDNEY

4

4

3.5

3 T

4

4

3.5

4

STATIO

INGRA M STREE

4

3.5

3.5 3.5

4

HUNT

4.5

GTC

4

3.5

4

4

OW CROSS

4

3

BURTON STREET

SQU ARE

4

4

4

HU

3.5

4

EET

3.5

3.5 3

NEW

MCKEVITT

AGE SON PAR

3.5

4

L STR

3

3

3.5

3 4

4

BEL

3

3

3.5

4

4

4

3

3

3.5

4

4

GLASG

3 3.5

4

3.5

3 3

Y STREET

3.5 4

3.5

3.5

BRISB

ET

3.5

4.5

S STRE

3.5 4.5

3

ANE

3 4.5

3.5

4

3

ET

3.5

3.5

STRE

3.5

VE

3.5

BELL GRO

3.5

ET

3.5

STREE

4 4

3.5

OMB Y STRE

3.5

2

TOBAGO PARK

2

2

2

2

2

2

2

2

ABE

3.5

ET

3.5

4

4.5

ROAD

4.5

E STRE

3.5

3.5 3.5

4 4.5

4.5

OURN

3.5

Y STREET

4 4.5

4.5

4

MELB

RLOT

3.5

SYDNE

4

4.5 T

4.5 4.5

4

NELI

INGRA M STREE

4.5

Building Typology Residential Terraced (Single Family) Townhouse (Multi-Family - Single) Tenement (Multi-Family - Double) Tenement (Multi-Family - Multiple)

4

4

INGR

4.5

4

TUREEN STREET PRIMARY SCHOOL

4

4

AM

4

4 NEW

4.5

4

4

CHA

H WA Y NA

4 E

HA VAN

4

4

4 4

JI-SU NG PARK

4

TE STRE

4 4

5

LYN COM CH MUN CEN ITY TRE

4

4.5 4

BARRA’S AVENUE

5 5

PLAC

GTC

STREE

4.5

HIGH STREET STATION

Open Space Open Green Space Public Pathway Children’s Play Park

12.4 Phase 4 Replacement of Existing Peripheral Buildings (2042-2050)

E

ventually the remaining existing housing and infrastructure to the south east of Calton will be allowed for redevelopment. Again, this is a delicate process that will take considerable time, taking roughly eight years to make sure such change is delivered sensitively and ethically.

Page 196

DUKE

STREE

T

Legend

HAVAN

NAH

5

T

DUKE

3.5

3.5

3.5

3.5

4

T

4

4

3.5

3

3.5

3.5

4.5

3.5

3.5

GEHL PARK

SYDNE

Y STREE

3.5 3.5

4

ROW

4

NTE

ROAD MAN CART

4.5

4.5

4

4.5

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Page 197

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Open Space Open Green Space Public Pathway Children’s Play Park

III - Bibliography Alexander, C., 1977. A pattern language: towns, buildings, construction. Oxford university press.

Amondson, B, 2018. Best Shopping Streets in Germany. Tripsavvy [Online] 17th November. Available at: https://www.tripsavvy.com/most-popular-german-shopping-streets-1520178 [Accessed 10/1/2019] Anon., 2019. One in 10 child asthma cases 'linked to traffic pollution'. [Online] Available at: https://www.bbc.co.uk/news/health-47882038 [Accessed 15 April 2019].

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