D r u mc h a p e l M a s t e r pl a n Part II: Masterplan
Let it Grow! Leon Christie Miguel Silva Barral
Masterplan
n
Street Design
1.1. Aims and principles Following the establishment of the street network street design becomes a reciprocal process between itself, the environmental network and the built form. Spatial constraints exist and the merit in street design lies in understanding the nature of a street and what the implications of it’s design in order to achieve something that is egalitarian, adds quality of life, and is harmonious with its context.
Thus, our design principles are focused on; inclusivity, that treets are to balance the needs of all users; safety, that streets are safe and comfortable for all users and prioritise the most vulnerable where users interact; place, that streets are a public space of high quality; ecology, that streets are integrated with ecological networks; and mobility, that streets facilitate a range of transport options.
Streets in Drumchapel currently do little Streets often manifest with little design to serve any users beyond the motorists. considerations beyond movement and Carriageways are wide and footways are ‘safety’ so it is relevant to consider how modest. The resultant high traffic speeds a street can succeed as a public spa- are exacerbated by user separation ce as an ethos to carry forward. In the perceptions and the facilitation of fast words of Donald Appleyard: turning through wide corner radii. Furthermore, adjacent buildings rarely inte"Streets have been the places where children first lear- ract with the streets in a way that feels contextually appropriate or adds value ned about the world, where neighbors met, the social and streets are destitute of any quality centers of towns and cities, the rallying points for re- in materials, greenery or street furniture.
volts, the scenes of repression."
To translate this into a tangible objective we take the measures of success of streets as outlined by The National Association of CIty Transportation Officials (NATCO) and the Global Designing Cities Initiative (2016) in the ‘Global Street Design Guide’: Streets are to both public spaces and movement corridors, where their design supports public health and safety, quality of life, environmental sustainability, economic sustainability, and social equity.
By applying the principles set out we can achieve streets that provide an attractive means public and active travel. We can move beyond the notion separation as safety and create streets that naturally slow down traffic by design. We can can create ‘public rooms’ that provide a platform for social and economic activities. Ecological networks can be interwoven with the street to support sustainability and improve quality of life. By putting people first, streets become a multifaceted asset.
1.2. Street Design Code 1.2.1. Urban Main Streets Urban Main Streets are the highest tier of Matrix Routes (see Generative Algorithm), this is, they comprise the routes that are meant to directly connect nodes. They rank highest in a Betweenness Centrality measurement, being the ones with most users. That will be relevant for traffic management, footfall, commercial desirability, noise reduction and many other aspects.
conform the core of our proposed street network, this is, the north-south axis (High Street - Station Street) and the east-west axis (Southdeen Avenue - Drumry Street).
The Urban Main roads connect Drumchapel with other parts of the Glasgow Metropolitan Area, as well as different parts of it through Drumchapel. They
The special needs of this category of streets include accomodating a high intensity of traffic in many modes of Figure 23: Current state of Kinfauns Drive, the transport (pedestrians, cyclists, public proposed High Street transport, drivers, deliveries) while at the same time allowing for retail and active street frontages and considering environmental networks and stormwater management.
PEDESTRIANS Pedestrian flow and street frontage activities are the main requirements. 3m of clear path for passers by, plus up to 3m to be used by retailers or stalls will be provided. Benches, and human-scaled lighting will be installed, along with zebra crossings at junctions.
PRIVATE VEHICLES Good public transport provison plays a crucial role in the success of the area, especially train, which will reduce the Figure 24: Existing Duntreath Avenue, the prousage of private cars. Regular usage of posed Station Street. cars is still likely, but it can be accomodated in one carriageway in each direction.
CYCLISTS A 3m 2-way, segregated cycle lane is proposed. Private parking provides a buffer between cyclists and motorists and a 0.5m buffer strip between the parked cars and cycle lane is provided to avoid collisons with opening doors.
Traffic calming on Urban Main streets will be provided by buses stopping, other vehicles parking , mini roundabouts or trees but no further measures are required since providing easy access for emergency vehicles and comfort for buses is paramount. Parking spaces are provided on both sides of the street.
PUBLIC TRANSPORT Urban Main streets constitute critical bus routes. The maximum volume of bus traffic expected won't require a dedicated lane, and thus buses will circulate and stop on the carriageway. 6m carriageways will facilitate buses and other service vehicles. Bus stops are located in extensions of the sidewalk, raising the cycle lane when needed.
ENVIRONMENTAL NETWORK Alternating permeable paved parking, rain gardens and tree planters are located within the 2m section adjcaent to the carriageway. See Section 3.2 for more details.
Figure 28: Existing Urban Main Plan
Figure 26: Proposal for Karangahape Road, Auckland
Figure 27: Rijnstraat, Amsterdam.
Figure 25: Diagram of a Main Street, according to NACTO's Urban Street Design Guide.
pedestrian bicycle greenery private vehicle parking bus
Figure 29: Proposed Urban Main Plan and Section
Station Road-Drumchapel High Street 1:1000
Figure 30: Proposed Urban Main: Duntrath Avenue & High Street
1.2.2. Local Main Streets Local Main Streets connect neighbourhoods within a district more so than one district to another. This makes them a lower tier of Matrix Routes1. They present a high Betweenness Centrality, albeit lower than Urban Main Streets. They are intense in local traffic, and play an important role in the everyday life of the neighbours. Local Mains are located approximately every 300-400m (when running in parallel). In our proposal, three existing Local Main Streets remain the same category: Linkwood Drive, connecting the area of the park with the currently populated area east of Drumchapel, Kinfauns Drive, the backbone that has structured this place up this day, and Dunkenny Road, providing a route from Drumry Road E to Kinfauns Drive via Antonine primary School and Drumchapel Park, that is altentaive to traveling via the proposed node. Drumchapel Road, formerly an Urban Main 1 Caniggia, Maffei; Interpreting Basic Building PEDESTRIANS Pedstrian flows and frontages are lesser than Urban Mains but still in significant numbers. A 2.4m footway with 1.5m fronatge zone for when required will facilitate footfall. CYCLISTS Traffic flows and speeds are low enough for cyclists to share the carriageway in a comfortable way. Cycle parking is provided frequently , specifically at bus stops. ENVIRONMENTAL NETWORK Alternating permeable paved parking, rain gardens and tree planters are located within the 2m section adjcaent to the carriageway. see Section 3.2 for more details.
Road connecting Drumchapel with Bearsden, is downgraded to Local Main after the completion of the new axis Figure 32: Linkwood Drive as existing; it will along Southdeen Avenue. Two streets change its section to fit our Local Main standards are upgraded, Blackcraig Avenue, offering a shorter alternative to Kinfauns Dr to access the centre, and Dalsetter Avenue, shortening the travel from Drumchapel Rd to the new Railway Station. Local Main Streets are characterised by dense residential development and community institutions (schools, Figure 33: Current Dalsetter Ave, to be upgrachurches, etc.) which coupled with a ded to Local Main Street. narrower cross section than the Urban Main, will influence slower traffic speeds. They benefit from the higher footfall of an important thoroughfare which allows for tertiary uses and good connections, while avoiding the noise and traffic leFigure 31: NACTO Urban Street Design Guivels of an Urban Main Street. de's diagram of a Neighbourhood Main Street.
PUBLIC TRANSPORT Local mains constitute the remainder of the bus network, facilitating routes additional to the Urban Mains that locate bus services within reasonable walking distance of every citizen. Figure 34: Neighbourhiid Street Proposals,
PRIVATE VEHICLES Portalnd As with Urban Mains a good public transport provision underlines a limited provision of parking. Provision is adjacent to the carriage, providing a traffic calming influenec along with alternating trees.
Figure 35: Neighnourhood Street, Adelaide
Figure 36: Existing Local Main Plan
pedestrian bicycle greenery private vehicle parking bus
Figure 37: Proposed Local Main Section and Plan
Figure 38: Proposed Local Main: Dalsetter Avenue
Figure 39: Proposed Local Main: Linkwood Avenue
1.2.3. Local Street 1ST ORDER 1st Order Local Streets provide local access and provide maintain freeflowing 2way traffic on streets of somehwat significance, specificall the streets along th enorth and south perimiters of Linkwood Park. Thus they are characterised by the adjavcent park and a a dense residential face on the opposing sides. They are similar in section to Local Mains however a narrower carria-
geway restricts bus and larger vehicle movement. Parking provision is moderate to accomodate resiendts and park vistors but still sporadic enough to facilitate informal crossings and extened wide sections of footway next to the park. Parked cars and trees, coupled with the narrow carriageway, provide a traffic calming influence. Figure 42: NACTO Urban Street Design Guide's diagram of a Neighbourhood Street.
2ND ORDER (YIELD STREETS) Yield Streets constitute those in the newtork where place predomintaly comes to the forefront, at the expense of movement. Single lane carriageways of 3.5m width permit movcement in one direction and yiled bays facilitate cars to pull over to let oncoming traffic past. Parking is reduced with provison only on one side of the street. 3m footways and trprovide pedestrians with sufficient amenity. Aped mos dolo maionsectum dolores ciatur? Qui odipsa nonestius millabore, adis doluptat fugitiistrum dus. SHARED SPACE STREETS Shared Space Steets constitute those in the network with the highest function of place and the lowest of, specifically Burn Street, and where traffic is expected to be so low as to not warrant a carriageway, specifically in on streets with few properties. They are effective in reducing traffic speeds to a minimum
Rum harum ra sitaque veliquam ut quam qui auta di aboreri busandus mod qui con nectaquodis verum con eum volendi tiatet, teserumenimo ommodis repror re, totatur rem duciassi ut molorehendit ea nobit faciliqui nonsequi archic to vellore aspedi cor aut et quam dentia conet dolectas et erciate scitass itaspietur molupta nonsequiam et illuptur? Experum re pe porroresti aut aut rate prae plition sendebit vent il ium Figure 40: NACTO Urban Street Design Guide's concept diagram of a Yield Street. doluptus que voluptas modissi aut peruptam, consequia pra soluptum doluptas ut et aliquibus eum, nus sinus is as drivers become immediately alert when entering a space not specifically designated for any one users. Lines of bollards are provided 1m from propoerties to porvide a vehicle free buffer from property lines and to give a visually impaired users a safe space to navigate.
Figure 41: NACTO Urban Street Design Guide's concept diagram of a Shared Space Street.
Local 1:1000
Street
Figure 43: Proposed Loccal Street 1st Order Plan
Figure 46: Proposed Loccal Street 1st Order Section
Figure 44: Proposed Loccal Yield Street Plan
Figure 47: Proposed Loccal Yield Street Section
Figure 45: Proposed Shared Space Street Plan
Figure 48: Proposed Shared Space Street Section
1.2.4. Junctions The following measures are proposed at junctions in order to improve pedestrian and cyclists experience. CORNER RADIUS
PEDESTRIAN CROSSINGS
Corner radii at local streets are reduced to 1.5m. This requires drivers to slow down when turning due to geometry and sight distances. This also reduces offset of the pedestrian crossing form the centre of the junction, helping to maintain pedestrian desire lines. Additionally, it provides cyclists with better protection from cars turning right.
Where formal crossing are appropriate zebra crossings are used.Traffic volumes across the site are expected to be low enough to facilitate zebra crossings wiFigure 49: Proposed Junction With Raised and thout any significant disruption to tra- Cycle Path Crossing ffic. Furthermore, narrow carriageways and traffic calming influences contribute to a comfortable crossing experience. At many residential streets informal crossing at junctions and midblock are Corner radii of 1.5m does make tur- appropriate due to traffic levels. ning more onerous for larger vehicles however no bus routes are proposed in Where local streets meet Urban Main residential streets and other servicing or Local Main Streets raised surfaces vehicles such as refuse trucks will have are proposed. At Yield and 1st Order low trip rates, i.e. once a week. Larger streets raised crossings paved the same vehicles maneuvering the turn may colour as the footway are proposed. have to occupy two lanes or areas of This raises driver awareness and hence the footway but as trips rates are ex- slows traffic entering residential streets, pected to be so low, this will not have aa well as prioritising pedestrians. Shaa detrimental impact on the quality of red space is also raised from the level the street environment. of the carriageway to achieve the same Figure 50: Proposed 4-Arm Raised Table impact. Junction
Figure 51: Proposed Junction at Shared Space
1.2.5. Parking Approach The parking approach aims incentivise relatively low car use, encouraging sustainable modes of traffic whilst acknowledging the demand for car use in peripheral, residential neighbourhoods.
GCC will be content with the proposals given public transport provision and the pioneer-like nature of the project. Furthermore, the vision for the masterplan is of longer term than policy set out in the City Development Plan and parking Car ownership in Drumchapel is already provision is only likely to reduce in the low, it is appreciated that the demogra- future as sustainability takes greater phic of people moving to Drumchapel precedence. when it is of higher quality may hold a greater demand for car use however the There are no restrictions on owners/designificant investment in public trans- velopers building garages or driveways port is expected to offset. Car provision on plots however individuals wishing to is on-street and is approx provided at: do so will have to liaise with GCC to • 0.5 Spaces per flatted property. ensure on-street parking is not laid out • 0.75 Spaces per terraced property. to block access. Naturally, the earlier • 1 space per semi-detached or deta- done so in the development process, ched property. the less onerous it will be to achieve this. There may be a limited number This provision is less than minimum re- of cases where this is suitable due to quirement for residential developments a minimum requirement for non-prias defined by Glasgow City Council in vate on-street parking, so applications the Glasgow City Development Plan would be reviewed on a first come, first (2017) however it is expected that served basis.
1.2.6. Sustainable Transport Network As stated in previous sections the Urban Main and Local Main streets will constitute the network of bus routes. This fascilitates a bus stop within a five minute walk of all properties. Active travel is facilitated throughout the street network but to further improve connectivity, Non-Moterised User (NMU) routes are proposed through the parks to bridge the gaps in urban fabric that they create.
BUS NE MAP
ETWORK
Figure 52: Sustainable Transport Network
1.3. Character Areas 1.3.1. High Street and Central Square The High Street will constitute what we feel will be the main concentration of commercial uses and the central square will be the civic heart of the area, together they will form what commonly perceived as the centre of a place. The distinctive features of the area will be wide streets and footways, relatively tall mixed-use buildings, relatively high traffic and footfall, open space, greenery and a landmark buil-
Figure 53: Jubilee Square, Maidstone Borough
ding. Here the likes of civic events, casuals encounters and outdoor dining will unfold. Conscientious consideration will be given for landscaping, lighting and seating to highlight the civic importance of the area and to support a high quality public realm. If you were to ask a citizen post masterplan where the hub of Drumchapel is, this area would certainly be it.
Figure 54: Bonn Square, Oxford
1.3.2. Station Street
Figure 55: Hounslow Station, London
Figure 56: Pink Crown Bike Rack, New York
Duntreath Avenue forms the link between the train station and the node. The street front to the west of the road is nestled in between the road and the distillery, resulting is modest sized plots that will accommodate relatively narrow residential properties and commercial premises of two storeys. The opposing side will accomodate terraced and flatted properties of 2-3 storeys, with some commercial use on the ground floors. The street will experience relatively high footfall and traffic, this will likely manifest in services such as convenience stores, takeaways or drycleaners. Ultimately, this will amount to a human scale mixed-use environment with an active atmosphere. The train station will form a transport hub, effectively serving as a gateway to Drumchapel for users by train. Hence, a high quality public environment will be to accentuate this.
1.3.3. Lively Residential The lively residential areas in the north-west and south-east quarters of the nodes will be characterised by narrow streets with 2-3 storey terraced and flatted residential buildings. Streets will be animated yet comfortable to enjoy for all residents. Traffic calming, limited parking, wide footways and trees will define a pedestrian friendly environment. Street activity will see the likes of people speaking to their neighbours as their children play together. Figure 57: Olufsvej, Copenhagen
Figure 58: Lindenstraat, Amsterdam
1.3.4. Quiet Residential Quiet residential areas in the farsides of the north-west and south-east quarters from the node and between Linkwood Drive and Linkwood Park will accommodate a mixture of terraced, semi-detached and detached housing. Low densities and setbacks will will create a spacious and laid-back environment. Street design will give prominence to the pedestrian, facilitating the likes of children playing in the streets, without the supervision of their parents. Figure 59: Vicar Close, Wells
Figure 60: Park Place, Perth
1.3.5. Sloped Park Edges The top of the slope constitutes the streets along the north sides of Linkwood Park and Garscadden Valley. Both are evidently at the top of sloped green space and have the capacity to create a beautiful ‘balcony’ over the park where properties and park accentuate each other. Jacobs Drive runs along the bottom of the slope and will have the same character. Terraced properties of one and two storeys will line the streets to provide a continuous frame along the park, creating a sense of place. Wide foo- Figure 61: Magdalen Yard Road, Dundee tways, trees, high quality landscaping and street furniture will populate the street to create a high quality public realm that blurs the lines between park and residential, blending the two characters together.
Figure 62: Via Borgo, Aretino
1.3.6. Urban Park Edge The urban park edge is the High Street side of Drumchapel Park. As the park meets a main road will be a distinct contrast between green space and built environment. Thus the park edge is designed resemble a gateway into the greenspace and reinforce it as a civic amenity. Furthermore, two storey flatted properties will frame the park edge from the opposing side of the street.
Figure 63: Parkgrove Terrace, Glasgow
Figure 64: Rose Terrace, Perth
1.4. Places of Special Significance Throughout the design process, decisions commonly reveal places with the potential to be special, which in turn guides design decisions to try and capture that potential. Done well, this iterative process can cultivate great spaces throughout a design area. This understanding has guided our approach, through which we feel has produced designs for places of va-
The special places have have chosen to present are: • Drumchapel Square • St. Andrew's Square • St. Pius X Square
lue. Here, we articulate some of these places, using plans and perspectives which we feel capture what these places can achieve. The representation of these places offers not only a snapshot of what they can be independently, but helps to make the latent character of Drumchapel as a whole more tangible, through exploring its most expressive places at small scales.
ST PIUS X SQUARE
DRUMCHAPEL SQUARE
ST ANDREW'S SQUARE
1.4.1. Drumchapel Square As stated in Section 1.3 Character Areas Drumchapel Square will be the civic heart of Drumchapel. Located at the district node, it is defined by Southdeen Avenue and Garscadden Road and is framed by the buildings that populate their edges. The buildings are regulated through plot passports to be three storeys (except the corner plot of the node which is to be four storeys) to achieve coherent edges, reinforcing the identity of the square. The result is a cohesive degree of enclosure that creates an engaging space.
The two sections are separated by by natural topography where stairs transverse the elevation, defining two distinct human-scale compartments. Trees are located along the top line of the square to reinforce this further. Commercial properties will occupy the ground floors of the perimeter buildings and can spill out onto street frontage to create an alfresco atmosphere. The landmark building faces the open square so that Figure 65: Inspiration: Bonn Square, Oxford the square becomes an extension of it yet the buildings feels like a homage to the space. The buildings has facades on the ground floor at the square and on The square has two key functional the first floor at Southdeen Avenue. sections: The result is a truly civic amenity that • The Shared Space Section of Sou- fosters conviviality. People, eat, shop, thdeen Avenue - A route through rest and socialise in a high quality enthe square as part of Southdeen vironment the encourages these actiAvenue where pedestrians are em- vities. Here is where you would witness powered and traffic is subdued. the christmas the lights getting tur• The Open Space Section - Ser- ned on or congregate to discuss issues ving the typical function of a public affecting the community. It’s the place square and housing a landmarking people will associate with most when building. they think of Drumchapel, with a character to fit.
Figure 66: Inspiration: Landscaped Steps, France
Figure 67: Drumcahepel Square Plan
Figure 68: Drumchapel Square Perspective
1.4.2. St Pius X Square St. Pius X Square serves as a neighbourhood a square and brings life to the St. Pius X Church building, which is currently surrounded by swathes of undefined vacant land. The square forms a triangle like shape, framed by the church building and two rows of terraced housing. St. Pius Street runs along the north-east edge, providing road access along its length and through to the street leading to Drumchapel High School, and another through access to the south-west corner is facilitated through a shared space route. Together, the edges create a spacious, yet compact urban room. The design of the space aims to create a place that acts as courtyard for the church building and also a tranquil retreat to be enjoyed by residents, children of the adjacent school or anyone passing by. To achieve this atmosphere a dispersion of trees, a water feature and subtle materials are used. Trees are layed out geometrically to cover the pedestrianised area, this creates a high degree of enclosure and shelter, offers shade, softens the space and creates
floor where people can occupy part and temporarily claim as personal. The water feature is a shallow pool that acts as a mirror, offering an aesthetic spectacle, creating a perceptive expansion of the room and fulfilling our biophilic needs. The ground plane is covered in a sand coloured gravel to create an earthy feeling, in complementation to the trees and the water, except where the Figure 69: Inspiration: Public Space, Avila shared space route transverses through, designating a passage. Soft lighting creates an alternative spin to the atmosphere so it can be enjoyed at night. The St. Pius X Church building is currently used as a premises for window sales, we feel the new square will bring a new demand for the building, possibly resulting in it returning to a place of worship or being utilised a community centre. Similarly, the space will also result in a high desirability of the adjacent plots, helping the process of growth. We see this this as having the potential to be one of Drumchapels best features, one that creates an experience rare to urbanised areas.
Figure 70: Inspiration: Reflecting pool, New York
Figure 71: St. Pius X Square Plan
Figure 72: St. Pius X Square Perspective
1.4.3. St Andrew's Square St. Andrews Square creates a public space that ties the existing church of the same name into the urban fabric and serves as a neighbourhood square for the community. It is framed by the church, a row of terraces on its south side and a commercial property on its east. It comprises of a pedestrianised surface that occupies the spaces up to the facades of the frames and Garscadden Road on its north side. Furthermore , a shared space route is proposed through to provide a passage that preserve the Garscadden Road connection. Natural topography sees a highpoint around the north-east most point of the pedestrianised space,
which stairs transverses. The resultant Figure 73: Inspiration: Westminster Presbyterian Ch space is an intimate and human-scale pocket square that gives the church a fitting stage. The space is minimal design to accentuate the protagonist within it, with only seating occupying the main plain. The existing memorial statue is preserved, as well as the trees lining Garscadden Road. This creates an ideal environment for interaction, one which the church can utilise much more than the existing design as a place for congregation around services.
Figure 74: St. Andrew's Squrae Plan
hurch
Figure 75: Inspiration: Multi-Functional Stairs, Chicago
1.4.5. Linkwood and Drumchapel Parks Both Drumchapel and Linkwood parks are landscaped to create different characters areas within them and to accommodate different activities. Drumchapel Park facilitates a significant amount of sporting activities with 4 tennis courts; 2 football pitches and rugby pitch and the exciting bowls pitches to the west of the park. The east end of the park next to Kinfauns Drive contains the existing play park, attenuation pond and garden area, and a defined entrance with seating areas. Attenuation ponds in both parks will likely often be void of water but are to be designed to blend in seamlessly with the
Figure 76: Proposed Linkwood Park Landscaping
the surrounding landscape so that when they aren't, they create a high quality aesthetic impact. The slope on Linkwood Park is landscaped to a comfortable standard so users can sit on it and enjoy the generous view across Glasgow. The flat section to the west of the Park hosts the relocated skatepark and a pavilion to serve as a stage community activities and a commercial premises in the summer months. The flat area at the east of the park hosts a community garden. Both parks offer a diverse provision of vegetation.
Figure 77: Proposed Drumchapel Park Landscaping
Housing and Plots
2.1. Plot-Based Urbanism Our approach to master planning centres on Plot-Based Urbanism where we recognise the plot as the smallest component of development and appreciate how it’s size, shape, geometry and relationship with the street shape urban spatial structure. Using an evidence based approach, examples of urban form that are evident across different contexts and have prevailed through time, thus demonstrating resilience, inform the design of plots and resultant spatial structure of our masterplan for Drumchapel. Plot-Based Urbanism coincides with the view that cities by nature are dynamic systems, that emerge through natural forces and are constantly evolving, rather than a finished end product. Urban Design often takes the creationist approach, trying to prescribe an all encompassing ‘solution’ however, this fails to produce time-conscious design. Diversity is crucial to a heal-
thy socio-economic environment but diversity cannot be designed, but rather accumulated through incremental change brought by the actions of people across time. A Plot-Based approach sets out a framework for individual responses to development, across individual timelines. Here we design a master plan as structure of urban elements in which its spatial structure is governed by principles of urban morphology. A simple set of regulatory rules are attached to the resultant plots to ensure that development further complies with these principles. This facilitates change as a process rather than a singular event. The result is a resilient urban form and a development context with multiple levels of entry across the process, thus achieving an enabling mechanism, helping to overcome barriers to development.
2.2. Delivery 2.2.1. Local Authority Role Glasgow City Council play a crucial role in this approach. As the local authority and land owner of the majority land in Drumchapel they hold the capacity to initiate a process of growth and the position to ensure it unfolds diversely and incrementally. By providing the infrastructure as defined in the masterplan, being a train station, road network and ‘oven-ready’ plots, a spike in investment can be achieved and the spatial structure can be reinforced which delineates the building units and it turn facilitates the self-regulating development opportunities.
Urbanism naturally produces development that is simpler to asses.
Furthermore, a land release strategy that makes land available incrementally and ensures that land is sold to a diverse range of agencies can facilitate a continuous process of growth and protect against the homogenous, high risk development.
The Plot-Based approach presents one of innovation compared to development that has been carried out in Glasgow over recent decades. However, it is clear that conventional routes are failing to produce development, particularly that of quality and of resilient form. Given Glasgow City Council’s willingness to act as an enabler, we feel this Plot-Based approach provides the most effective, if not only, vehicle for change in Drumchapel.
In addition, GCC could incentivise the process through flexible land deals such as shared/retained equity or ground rent, and could also simplify planning procedures development. Indeed, the self-regulating nature of Plot-Based
Glasgow City Council have indicated an interest in fulfilling this role, expressing a desire to acceleactre housing production whilst moving away from an over dependence of private developers through adopting an enabling role where they invest in infrastructure, prepare land for development and adopt innovative approaches to ensure flexibility and shared risk between partners (Barbour et al. 2016).
2.2.2. National Goverment Subsidy The role of Glasgow City Council will increase development viability and create better conditions for self build projects to gain mortgage finance. However, if a producer consumer gaps still prevails, funding from national government could provide a solution, in the form of a Partnership Support for Regeneration (PSR). PSR in an annual grant of ÂŁ10m aimed at stimulating private development. It offers to cover upto 40% of build costs to overcome the producer-consumer gap, hence encouraging
developers to build. The grant is available for projects operating in neighbourhoods/estates with a low diversity of housing tenure, often applying in deprived areas. These circumstances apply considerably to Drumchapel. PSR is available to private housing suppliers, housing trust or non-registered housing associations however special considerations are given to “novel or contentious� projects which self-build could make a case for.
2.3. Local Urban Code The Local Urban Code is a descriptive, non prescriptive tool that assesses the process of placemaking by listing a number of categories, the typologies, in which the buildings that are likely to appear in this place could be classified. It is a description of the use and spatial characteristics of these buildings, but it doesn’t intend to restrict the possible outcomes to the ones listed here. Any other design
is possible as long as it complies with the mandatory regulations that make up the Regulatory Masterplan. TYPOLOGIES AND DENSITY At the end of the Foundation Masterplan, we laid out the density ranges that we deem appropriate for each street edge. The buildings within each density
Estimated # of buildings
52
108
Estimated # of dwellings
52
108
Typical use Typical street hierarchy
residential
residential
residential
residential
residential
residential
residential
3 and 4
3 and 4
3 and 4
3 and 4
3 and 4
2 and 3
2 and 3
Plot width
15-20 m
12-17 m
10-14 m
9-13 m
8-12 m
5.5-7.5 m
5.5-7.5 m
Plot depth
30-40 m
25-35 m
30-40 m
28-38 m
25-35 m
15-25 m
30 m
20-30%
30-50%
25-50%
35-50%
25-35%
45-55 %
20-30 %
1-2
1-2
1-2
2-3
2-3
1
2
IJburg Extrapolated
IJburg
IJburg
Plot coverage # of storeys LUC reference*
Stadtfeld Ost
Portobello Extrapolated
L-
L=
L+
M-
M=
M+
H-
H=
H+
Single unit, detached Single unit, semi-detached Single unit, attached Multi-unit, attached
can be developed with more than one typology, and likewise, each typology can answer to more than one density range, as shown in the graph above. As a general rule, the regulations in this masterplan dictate the density, wich can then be developed without limitations typology-wise.
for each typology, research has been carried out examining one example of each of the four typologies applied to each one of the nine density ranges, ending up with a sample size of 16 sampling units.
The data extracted from each sampling unit are exhaustively listed in appendix In order to obtain the geometric values XXXX
589
198
589
1188 res/mixed use
residential
res/mixed use
res/mixed use
res/mixed use
res/mixed use
mixed use
mixed use
mixed use
2 and 3
2 and 3
1, 2 and 3
1, 2 and 3
1, 2 and 3
1, 2 and 3
1, 2 and 3
1, 2 and 3
1
5.5-7.5 m
5.5-7.5 m
14-17 m
14-18 m
14-16 m
14-16 m
14-16 m
7-12 m
15-20 m
30 m
35 m
25-35 m
20-40 m
30 m
30m
19-23 m
26-27 m
25-33 m
30-40 %
20-30 %
45-55 %
35-40%
40-45 %
45-50 %
45-50 %
35-45 %
45-80 %
2
3
3
3
3
3
3
3
3
Oatlands Strathbungo
Dalmarnock
Extrapolated
Extrapolated
Ibrox
MĂźhlentor
Pollokshields
Extrapolated
Single unit detached housing L-
L=
L+
M-
M=
M+
H-
H=
H+
Ranging from the lowest of the densities to as high as 50 dph depending on plot size and coverage, this typology is suitable for the lowest tiers of density. They consist of a single unit building, one or more storeys, with no faces touching the plot boundaries. Residential, very suburban, appears in quiet streets.
Examples
IJburg, Netherlands
Almere, Netherlands
Single unit semi-detached housing L-
L=
L+
M-
M=
M+
H-
H=
H+
From the lowest densities up to 60 dph depending on plot size and coverage, this typology appears in all of the low density spectrum. They are characterized by a single property building laying against one side of the plot, allowing for an adjoining, usually symmetrical building on the next plot. Still very suburban and usually solely residential.
Examples
IJburg, Netherlands
IJburg, Netherlands
Single unit attached housing (terraced, townhouse, row house) L-
L=
L+
M-
M=
M+
H-
H=
H+
Arguably one of the most ancient urban forms, it may appear in a wide variety of situations, from low density contexts with long plots and wide setbacks, to urban core environments, placed right next to the street. In the latter context, they may even feature commercial uses on the ground floor. They can be easily converted into flats if the demand is high. As so, they may appear in streets ranging from the most quiet, local mews to more vibrant central locations.
Examples
Dublin, Ireland
Strathbungo, UK
IJburg, Netherlands
Multi unit housing
(flats, tenements)
L-
L=
L+
M-
M=
M+
H-
H=
H+
This building typology allows for the highest densities. Very common around nodes, it can host many uses, even at once: commercial, residential and offices. They provide great resilience because of their adaptability. Their backyards might gardens common to the whole block via agreement, or provide in-plot parking spaces, accesible from internal ways or through the ground floor. If the pressure is very high, the whole ground floor, including backyard, can be built to accomodate a big commercial enterprise.
Examples
SjĂśstad, Sweden
MĂźhlentor, Germany
Dennistoun, UK
2.4. Regulatory Framework The very aim of this Masterplan is to allow for wide variety and complexity. Still, all of the strategies and considerations that relate to the built form in this Masterplan need to be addressed. The Regulatory Masterplan is the
tool that acts as an interface between planners and owners, giving the latter some guidelines within which complete freedom is granted. These legal tools are the Regulatory Masterplan and the Plot Passport.
2.2.1. The Regulatory Masterplan The Regulatory Masterplan is the gra- their plots. Each plot is assigned a uniphic document meant to inform the que code and a set of regulations, which owners of the regulations that apply to can be consulted in the plot passport.
2.2.2. The Plot Passport The plot passport is the legally binding document that states what is allowed in the plot and what is not. The rules set in the plot passport are meant to achieve certain qualities in the built environment, while allowing as much freedom as possible to have a wide variety of forms and a very resilient and adaptable urban tissue. Therefore, the regulations prescribe only some geometric values, providing a degree of spatial coherence (building height, alignments, ground floor alignment), achieving a particular density range (building height, plot coverage) and, most importantly, pre-
serving granularity while allowing for special buildings and uses to appear (merging/splitting of plot). Typologies, uses and treatment of the open space of the plot are intentionally not defined, to let things happen naturally according to market flows, consumer's taste and changing needs. Automatic planning permission is granted to developers who decide to follow the rules dictated in the Plot Passport. Alternative designs may still apply for approval, but this will inevitably lengthen the process, which should encourage adhering to these rules.
FAÇADE LINES Façade lines are the planes that define the position of the façade relative to the street. The position of the front façade line is paramount in determining the relationship between buildings and street, and ultimately the character of the street itself. SIDE OFFSET Side offsets are the regulatory tool to allow, prevent or oblige detached and semidetached typologies in a plot. By providing a non-zero value, the building detaches from either one or the two neighbouring buildings. ANCILLARY BUILDINGS Ancillary buildings are other structures within the plot other than the main building. They are generally permitted, as loing as their function is complementary of that of the building. BUILDING HEIGHT The most direct limitation to modulate density and create coherent cityscapes. The limitation is given in meters, not in storeys, but building regulations will effectively relate the two. OVERHANGS Overhangs are elements protruding from the façade plane onto the street. When such elements are permitted, features such as balconies or cornices may appear, resulting in a varied, yet non homogeneous built environment. On the other hand, overhangs may block vistas or break a desired uniformity of a façade line, hence the scope for limitation. GROUND FLOOR HEIGHT To allow for non residential uses in the ground floor, the latter needs to have sufficient height, which is usually more than what is expected for residential uses. High ground floors, although residential, offer more possibilities for resilience in an everchanging economic context. AMALGAMATION In order to achieve a resilient and varied urban form, scope for amalgamation and division of plots is needed. Limits in the maximum area that an amalgamated plot may have are set, to prevent big developers from building big batches of land at once, whith the resulting uniformity and lack of resilience. PARKING PROVISION In-plot parking may be allowed or even required depending on the circumstances of a place and in relation to the amount of on-street parking.
PLOT NUMBER
LOCATION
DRS0199
199 Drumry Avenue
PRICE
AREA
DENSITY
£55.000
H+
455.70m²
AMALGAMATION
≤1500m²
Plots may be merged, but no merged plot shall exceed 1500m². Plot may be split if all resulting plots face a street.
FRONT FAÇADE LINES
0m
Façade plane must coincide with the front of the plot
REAR FAÇADE LINES
15m
The rear façade must not exceed 15m from the front of the plot
SIDE OFFSET
0m
The building must be in contact with sides of adjacent plots
9m
Cornice height must not exceed 9m, measured from the lowest point of the plot border facing the street
0.5m
Overhangs are allowed, protruding up to 0.5m from the façade plane
4m
Ground floor must be at least 4m in height
PARKING PROVISION
1ppu
1 parking space has to be provided on the plot for each dwelling
ANCILLARY BUILDINGS
h ≤2.5m
Ancillary buildings may be built on the backyard, not exceeding 2.5m in height
BUILDING HEIGHT
OVERHANGS
GROUND FLOOR HEIGHT
PLOT NUMBER
LOCATION
PKT0014
14 Hecla Avenue
PRICE
AREA
DENSITY
£49.000
M-
571.00m²
AMALGAMATION
≤1200m²
Plots may be merged, but no merged plot shall exceed 1200m². Plot may be split if all resulting plots face a street.
FRONT FAÇADE LINES
2.5m
Front façade must have a 2.5m setback
REAR FAÇADE LINES
14m
The rear façade must not exceed 16m from the front of the plot
SIDE OFFSET
0m
The building must be in contact with sides of adjacent plots
8m
Cornice height must not exceed 8m, measured from the lowest point of the plot border facing the street
0.5m
Overhangs are allowed, protruding up to 0.5m from the façade plane
4m
Ground floor must be at least 4m in heightw
BUILDING HEIGHT
OVERHANGS
GROUND FLOOR HEIGHT PARKING PROVISION
-
ANCILLARY BUILDINGS
h ≤2.5m
No on-plot parking is required
Ancillary buildings may be built on the backyard, not exceeding 2.5m in height
Figure 78: Regulatory Masterplan
Ecological Network
It is crucial to integrate an ecological network throughout the design so that the built environment can exist harmoniously with the natural environment. This achieves a non-disruptive ecological impact into the area of intervention, facilitates a natural drainage system and provides greenery throughout the design area for the benefit of the community.
green space and series of corridors existing through the the street network and private gardens, consisting of SuDS and greenery.
Drainage effectiveness and ecosystem services can be be increased by using principles of redundancy, diversity and distribution, as described in Low Impact Development by the University of Arkansas (2010). These principles optiThe network consists of a series of na- mise the carrying capacity and in turn tural core areas consisting of existing support a resilient network.
Figure 79: Network Resilience
3.2. Ecological Network Elements Drumchapel topography has the potential for an efficient drainage system however the site currently experiences flooding issues. The use of SuDS will provide greater attenuation and reduce runoff through infiltration and evapotranspiration, hence mitigating flooding
issues. The design area occupies a space generally on a slope from top to bottom with a high point around Dewar Drive slopping to a low point at the proposed Dalsetter Square. Drainage from the site leaves through Garscadden Burn, where it flows to the Clyde Canal.
3.2.1. The Street Network (Corridors) SuDS facilities will be located within the 2m wide section adjacent to the carriageways. This consists of alternating permeable paved parking spots, rain gardens and tree planters, which collect the water from the street. In shared space streets these facilities alternate down a strip within the street. Pervious paving is located above a subsurface base of coarse aggregate that stores stormwater. It is also supported by layers of of soil, gravel and sand to further storage potential and increase infiltration. This reduces and spreads
Figure 80: Attenuation Pond Design
Figure 81: Kelvingrove Park, Glasgow, Slope Section
stormwater, increasing groundwater infiltration whilst removing sediment and other pollutants. Excess water is conveyed downstream. Rain gardens and tree planters allow for water to infiltrate into the ground while plants provide treatment. A diverse plant and soil community provides phytoremediation and evapotranspira- Figure 82: Dulwich Pavilion tion while layers of organic soil increase infiltration and provide microbial activity. Excess water is conveyed downstream.
Figure 83: Community Garden, Arlignton
n
3.2.2. Green Areas (Nodes) The major green areas in the site (Drumchapel Park, Kinfauns Park and Drumchapel Valley) provide green nodes and sources for greater attenuation and filtration. The high point around Dewar Drive slopes down westerly to Drumchapel Park, and southerly to Kinfauns park and then to Garscadden Valley. In Drumchapel Park an attenuation pond is proposed to attenuate water where it is then discharged into an adjacent rain garden. The rain garden provides treatment, evapotranspiration and infiltration, as well as increased biodiversity. Excess water discharges into the culvert below, where it flows underground to Garscadden Burn in Garscadden Valley.
slope and is tightly knit with adjacent properties. To ensure the structural stability of the slope and the properties at its top, no infiltration is proposed at this section of the park and an attenuation pond is proposed at the southmost point to collect runoff before discharging into the adjacent network south, where it then flows to Garscadden Valley. The eastmost section of the park has a flatter topography where an attenuation pond and rain garden will be located. Excess runoff will be discharged to the culvert leading to Garscadden Burn.
Garscadden Valley holds a high level of biodiversity and dense forest. The drainage network to the north will drain into the valley where it will infiltrate into the ground through wetlands. Excess water The section of Kinfauns Park east of will drain into Garscadden Burn. Shadik-Khan Crescent is located on a
Figure 84: Rain Garden, Cambridge
Figure 85: Unculvert Watercourse in Street, City of Paso Robles, USA
Figure 86: Proposed SuDS Design: Permeable Paving and Rain garden
Culvert Network Watercourse
Figure 87: Existing Watercourse Location Plan
Figure 88: Proposed SuDS and Green Network
Phasing
We propose a master plan for change through Plot-Based Urbanism where development is responsive according to conditions. To ensure development constitutes a process of steady growth a spatial strategy is proposed to guide development in time through land release.
This strategy is based on: (i) Perceived intervention required by local authority, i.e. infrastructure provision. (ii) How we envisage the place to evolve under principles of urban morphology, in a response to node and streets hierarchies, land vacancy and usage of existing uses.
4.1 As Existing
Drumchapel in its existing condition.
4.2 Phase 1 - Infrastructure and Public Amenity 20192022
The first step is to clearly define the district node as proposed. The nature of the existing centre is ambiguous and it is crucial to remediate this in order for a spatial structure to form from it. The major component of this is the Clydebank-Bearsden west-east connection that dissects the existing north-south axis. These axises clearly define the node and provide a spine in which a street network and built form can use a reference point to emerge from. Additionally, Duntreath Avenue is shifted slightly to the east in order to accomodate a street front on its west
side between it and the factory. Furthermore, relocating the train station to the north-south axis places it in sight of the district node, providing greater accessibility and reinforcing the stature of the node. A high betweenness is created between the node and the station which initiates demand along this road. We feel that as the plots between the the road and the factory would have somewhat less desirability than other plots and the fact that they are reclaimed from land which is Space Left Over After Plan-
ning (SLOAP) as existing that, the council could release these at a discounted rate to ‘pioneer’ self builders. Drumchapel square is also developed along with the west-east axis, this should create sufficient demand for the immediate blocks from the node to be developed. Additionally, we feel that Linkwood and Drumchapel Park could be landscaped relatively cheaply and hence, should be done in this initial phase to support the initial spike of investment.
4.3 Phase 2 - Vacant Land Development 2022-2032
Over the next ten years we envisage that vacant land around the node and along Urban and Local Mains Streets would attract development. This would form sections of blocks in the area between Duntreath Avenue and Gars-
cadden Road and streets fronts along lative squares would be carried out at Southdeen Avenue and Linkwood Dri- this stage too, facilitating an additional ve. As development would occur adja- spike in growth. cent to Burn Street, St. Pius X Square and St. Andrews Square, construction of the culverted watercourse and re-
4.4 Phase 3 - Demolition of and Development Over Existing Buildings of Low Value/Usage 2032-2042
With higher land values existing uses would start to sell up allowing the proposed plots and resultant to develop-
ment to take their place. It is likely the along with the remaining vacant land north-west ‘quarter’ of the node would between Linkwood Drive and Linkwood be developed over this period mostly, Park.
4.5 Phase 4 - Demolition of and Development Over Existing Well Utilised Buildings 2050-2060
Land value pressures would be signi- existing buildings such as the shop- Drumry Road East and some of the ficantly high at this stage, facilitating ping centre, high-rise flats, Drumcha- industry around Dalsetter Avenue. quick takeover and development of pel Health Centre, Industry South of
4.6 Phase 5 - Demolition of and Development Over Remaining Industry 2050-2060
Remaining industry submits to the same pressures and remaining residential buildings constructed pre master plan start to reach the end of their life span, and new residential properties manifest in their place, com-
pleting the masterplan as envisaged. Beyond the master plan Edrington Distillery would likely release their premises due to land values and changes in demand for such a facility at that time. The building is in stark contrast to the
urban form that would be generated through the masterplan phase and although conditions would have to change significantly, it’s removal would facilitate further evolution of Drumchapel, achieving a more coherent centre.