Drumchapel | Blueprint for Drumchapel 2 | Masterplanning by Urban Design Studies Unit, University of Strathclyde

BLUEPRINT FOR DRUMCHAPEL May 2018

Drumchapel Booklet 2: Detailed Masterplan

Stage: Masterplan Group members: Patarova, Aleksandra (AAD) Thorogood, Amy (UD)

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

Blueprint for Drumchapel

CONTENTS

I. Introduction

II. Setting the Rules

III. Streets

IV. Plots and Buildings

V. Ecological Network

VI: Bibliography

Booklet 2: Detailed Masterplan

I: Introduction Context Drumchapel is an area of Glasgow developed as part of the overspill policy of Glasgow City Council in the 1950’s. Drumchapel was developed as a modern satellite town , revolutionary of its time, comprising modernist architecture which boasts large plots, high rises with wonderful views and large expanses of green open space as far as the eye can see. However, throughout this project the great failures of this design and form will be realised . Drumchapel, built for 30, 000 inhabitants, today is only home to around 13, 000. Its suffers heavily from high levels of deprivation and its demographic lacks diversity. Drumchapel is a poster child for the failures of urban sprawl and its blatant disconnect between residential areas, its services and amenities , Glasgow’s urban core and neighbouring settlements, was clearly designed with a huge reliance on car ownership, but in reality only 38% of Drumchapel’s inhabitants own a car, and thus, this further isolates its inhabitants. Despite its problems in the physical sense, Drumchapel does have many unique and

valuable attributes which defines its character. Having spent some time in Drumchapel whilst undertaking this project , it quickly becomes very apparent that there is a overwhelming sense of unity and community . This is quite clearly something that is not built with bricks and mortar , but the sense of pride and ownership in which the inhabitants feel towards Drumchapel is indisputable . This now presents us with a challenge. There are some integral issues with Drumchapel ‘s urban form which contribute to a variety of factors such as well-being, employment opportunities and social diversity. However, although originally intended to house 30,000, Drumchapel is still home to 13, 000 people who truly value and have long running ties to the area, often going back generations. It is therefore our task to assess the current situation, identify the key issues and propose interventions which will provide solutions to some of the major issues without hindering the already well established sense of place and community which makes Drumchapel, Drumchapel.

Blueprint for Drumchapel

THE STUDIO PROCESS Booklet 1: Preliminaries & Foundation Masterplan P h ase 1

Phase 3

Phase 2

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Booklet no.3: Planning Framework

Analysis

Strategy & Concept

Framework & Coding

Five areas of analysis were undertaken to provide a holistic background of Drumchapel as it is today, considering both physical and social attributes. Conclusions drawn in this phase should identifies issues to be addressed in the next phase.

This phase complies the research undertaken in the analysis phase to produce both an existing and proposed concept plan which is then built upon to develop a strategy which delivers the outlined vision for Drumchapel 2050.

This phase involves the physical application of the proposed strategy, within a more focussed masterplan area. This involves coding blocks to set a framework for the development of the detailed masterplan in the next phase.

P h a se 4

Booklet 2: Detailed Masterplan

Masterplanning

Booklet 3: Special Places

This final phase provides specific detail regarding housing typologies, street design, character areas and special places, once again within a more focussed masterplan area.

Booklet 2: Detailed Masterplan

Blueprint for Drumchapel

II: Setting the Rules

Booklet 2: Detailed Masterplan

Active Street Frontages

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Fig:

STREET FRONTAGES Required Active Street Frontage Potential Active Street Frontage Proposed Specialist Building

ROAD NETWORK Required Active Street Frontage (Specialist)

Urban Main Street

Potential Active Street Frontage (Specialist)

Access Lane

Local Main Street

Green/Cycling Route

Blueprint for Drumchapel

Active frontages are strategically placed throughout the masterplan within nodes, which are centres of activity. The built form in these locations should be designed to generate active frontages which will reinforce street vitality (Homes and Communities Agency, 2000) and create a strong sense of place (The City of Glasgow Council, 2013).

Mandatory Active Frontages Within the District Node, active fronts are mandatory, this is intended to provide continuety across the building frontages, providing diversity, variety and life on the ground floor (The Scottish Government, 2010), to promote a vibrant public realm and street environment (Homes and Communities Agency, 2000). In line with the principals outlined in the Urban Design Compendium (2000), built form which generates active fronts comprises of narrow frontages, with frequent windows and doors and few blank walls to maximise the volume of activity on the streets whilst maintaining a strong visual link with the activity indoors and the street, balanced with strategically placed projections to create a sense of welcome. Furthermore, within this area, alongside the park mandatory active fronts are prosed to create a cohesive frontage paired with a widened walkway which adopts the principals of shared spaces to create a pedestrian orientate street environment which encourages activity to spill out onto the street, for example, cafés may have outdoor seating areas, shops may have stands with items for sale on the street, etc. (Homes and Communities Agency, 2000). Allowing activity to spill out onto the street will also promote the ‘eyes on the street’ principal, creating a sense of natural surveillance, and thus, creating safer streets (The Scottish Government, 2010).

Specialist Frontages Within the masterplan areas there are some frontages which will not follow the same ‘rules as both the potential and mandatory frontages, these are classified as specialised frontages. Within the district node specialised frontages are proposed along the street which lies south from the park. These are allocated for office and commercial uses, detail on how these frontages should address the street, position of entrances and the relationship with the building and the public realm will be outlined in more detail within the detailed masterplan section of this booklet. Furthermore, specialised frontages are also proposed lining the perimeter of the school campus to the north of the masterplan area. The vision for these frontages were inspired by those seen in the City of Glasgow College, Cathedral street building which incorporates retail (class 1) and professional services (class 2) as part of the frontage for one of the main teaching buildings within the college campus which is utilised by students as part of the courses offered within the college for placement opportunities. This has been used as a precedent for the design of our proposed school campus in that the frontages should comprise units which will relate to courses offered at the school for older students who wish to train in more vocational skills. Furthermore, this ensures that the street remains vibrant and active and is not dominated by one use resulting in an uninviting and dull street environment.

Potential Active Frontages Potential frontages have been allocated at each end of the urban main which runs at the northern point on the district node to the proposed school campus, the activity at each of these points will be used to mark the beginning and end of this urban main, creating a gateway. The built form of these units will remain flexible in that these could be adapted if there is demand for something in this area, for example, if these units were developed as residential on the ground floor, but there is demand for another retail unit then the built form will allow this, say in an increased height of the ground floor to be converted into a retail units without detrimental to the rest of the block.

Booklet 2: Detailed Masterplan

Setbacks

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Fig:

SETBACK

ROAD NETWORK Urban Main Street

Bigger Setback Higher Privacy

Local Main Street Access Lane Green/Cycling Route

Blueprint for Drumchapel

During the analysis of Drumchapel, one of the main issues which was highlighted was the lack of street vibrancy, this was partly due to the lack of activity and diversity of functions on the streets but this was also hugely to do with the lack of relationship formed between the buildings and the street, and the blatant disconnect between buildings and the street, this was usually in the form of large, and completely unnecessary set backs and large changes in height which severed any visual connection with the street.

Finally, in certain cases, for example within specialised buildings such as churches or schools, projections and setbacks may be used to create emphasis and add variety to the streetscape at appropriate locations (The City of Glasgow Council, 2013).

Setbacks have been mainly been allocated according to street hierarchy in that along main streets, there should either be no setback or setbacks should be minimal. This corresponds with the proposed active frontages and will promote a continuety in the building line ensuring development is properly integrated into the street, thus, ensuring there is a direct relationship with the buildings and the public realm creating more vibrant streets (Homes and Communities Agency, 2000). Furthermore, minimal or no setbacks will also be enforced surrounding the perimeter of public open space and squares, this will provide definition to the space and reinforce a sense of enclosure, creating a more comfortable pedestrian environment within these spaces at a human scale (Homes and Communities Agency, 2000). Where setbacks are permitted within the masterplan, care needs to be taken to ensure than the place remains attractive and usable in that the building line is not fragmented and disconnected from the streets (Homes and Communities Agency, 2000), without compromising the privacy of the dwellings (The City of Glasgow Council, 2013). Within low density areas, some setbacks are permitted. The main typologies for low density are detached and semi-detached, in accordance with Glasgowâ&#x20AC;&#x2122;s design guidance for new residential areas, setbacks of these typologies should not exceed 4 metres as this may result in parking forming within the front gardens of these properties which contributes to the formation of a poor and dull streetscape, and parking should instead be incorporated in curtailage of the property to discourage this (The City of Glasgow Council, 2013). Additionally, in terraced housing, garages can be incorporated within the ground floor, however to avoid fragmentation, buildings should adhere to the common building line and garages should be accommodated within this instead of allowing for parking in front of the properties (The City of Glasgow Council, 2013).

Booklet 2: Detailed Masterplan

Privacy Considerations General Privacy Principals

Consideration should be paid to the level of privacy required in relation to the heirarchy of the street in which the building faces. For example, local streets where there is minimal thoroughfare, additional measures are not necessary to provide an acceptable level of privacy within the dwellings. Conversely, dwellings situated alongside the urban main leading to the school campus will, in some instances, require additional intervention to achieve the minimal standards for privacy outlined in the Glasgow City Council Residential Design Guide. In general layouts of dwellings should maximise daylight and sunlight and encourage natural surveillance of streets, this should not be to the exclusion of privacy or streetscape and consider overlooking for neighbours.

High Density In higher density flats and tenemental buildings, a privacy buffer zone of around 1-3 metres should be provided between windows of residential accommodation and the street, the boundary of which may incorporate hedge planting and street trees, however, this should not exceed heights of 1-1.5m in order to maintain an active visual link between buildings and activity on streets, promoting vibrant and active street environments. Furthermore, depending on the anticipated volume of pedestrian traffic, it may be necessary to raise the internal floor height of front facing rooms so to improve privacy standards for occupants, in accordance with Glasgowâ&#x20AC;&#x2122;s Residential Design Guide, this can be achieved by raising internal floor hight so that external sill height is also raised to 1.5m above street level. This excludes areas where the ground floor is to allocated as active fronts, in this case there will be no need for a privacy buffer zone.

Medium Density In medium density areas, if the setback is less that 4 metres from the public foot way, then extra privacy measures should be taken, such as discussed within the high density interventions. Furthermore, habitable rooms within the dwellings should face the street.

Low Density Within low density areas a privacy buffer zone will serve as a front garden area and will also provide adequate privacy from the public areas of the street. If the area between the house and the public foot way is reduced to 3 metres or less, for example, in areas around a public square, privacy solutions should be sought such as boundary planting with hedges or trees or by raising the front floor level.

Blueprint for Drumchapel

Mapping the Rules Having mapped the desired densities and established the basic principles for the development of street edges, we collated a set of rules that sets a framework for the distribution of appropriate building typologies across the masterplan area. By analysing these rules in conjunction with each other, we outlined the following 6 areas that share similar principles of development:

High to medium density. Potential and mandatory active fronts. No to little setback. Mostly medium density. Potential active fronts. Small setback. Low density. No active fronts. Setback to follow line of existing buildings. Low to medium density. Potential active fronts. Varied setback. Low density. No active fronts. Larger setback.

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Booklet 2: Detailed Masterplan

DETAILED MASTERPLAN AREA

Blueprint for Drumchapel

BUILT ENVIRONMENT Multi-Family House, 2 Flats / Floor Multi-Family House, 1 Flat / Floor Multi-Family House, Deck Access Single Family House, Terraced Single Family House, Semi-Detached Single Family House, Detached Specialist Building Service Building Existing Building 2

Number of Floors Point of Access Circulation Internal Access to Properties

GREEN & BLUE ENVIRONMENT Private Green Space Public Green Space Open Space, School Sports Pitches SUDS Turf Pavers Allotments

Trees (Large Coverage) Trees (Small Coverage)

STREET ENVIRONMENT Carriageway Pavement Pedestrian Footpath Shared Surface Raised Crossings Standard Crossing Internal Ways Bike Lanes Bus Stops Parking Mandatory Active Fronts Potential Active Fronts Mandatory Specialist Fronts Potential Specialist Fronts

Booklet 2: Detailed Masterplan

Blueprint for Drumchapel

III: Streets

Booklet 2: Detailed Masterplan

DESIGNING STREETS NOT ROADS

Carriageway

Bike Lanes

Pavement

Bus Stops

Pedestrian Footpath

Parking

Shared Surface

Mandatory Active Fronts

Raised Crossings

Potential Active Fronts

Standard Crossing

Mandatory Specialist Fronts

Internal Ways

Potential Specialist Fronts

Blueprint for Drumchapel

STREET DESIGN General Design Principals

Key Design Elements

When developing the detailed masterplan for the selected area, the fundamental principle behind our approach to street design was reclaiming ownership of the street from cars for pedestrians.

The key design elements that make up the streets of the masterplanned area are as follows: •

Lane widths up to 3m in order to promote slower driving speeds and clearly demarcated on-street parking.

•

Wide sidewalks, which permit outdoor uses and commercial activity and thus facilitate street life

Unfortunately, in their current state the streets of Drumchapel are exclusively the domain of vehicles. The resultant bland and grey streetscapes, devoid of memorable design features and with poor visual connections between and streets create a disengaging public realm.

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Segregated cycle lanes that formalise the cycling network and promote carbon-neutral travel

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Safe street junctions with tight corner radii, direct and clearly marked pedestrian crossings, which make use of raised tables, curb extensions and refuge islands.

People use streets for transit and stationary activities by necessity or by choice, so we believe that their design should accommodate the diversity of life, and not act as mere transit routes. They should be the place where people walk, meet, relax and play without fear for their safety.

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Abundance of street greenery and trees, which apart from their obvious environmental benefits, also serves an aesthetic purpose to adding character to the streetscape.

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Sustainable urban drainage infrastructure that directs surface run-off water to subsurface structures and reduces the risk of flooding and drainage overflow

Altogether, streets make up the largest proportion of public space and as such they have an impact not only on the physical structure of neighbourhoods, but also on the social interactions between their residents.

Approach to Detailed Design When developing the detailed design of the streets within the masterplan area we have followed the hierarchy of the streets set out in the Foundation Masterplan and have taken into account the volumes of traffic associated with each class of streets, as well as the influence of the surrounding context. The design of the streets has been influenced by the activities that take place along them and character of the surrounding area. Thus, even though this section lays out the fundamental rules behind the street design, the masterplan features multiple exceptions that aim to enhance the uniqueness of each place.

Streets: the place where the life of the nighbourhood unfolds.

Booklet 2: Detailed Masterplan

STREET PASSPORTS Urban Main

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6m m 2.5 2m m 3-4 Blueprint for the design of new main roads in Drumchapel.

Streetscape inspiration and precedents.

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Blueprint for Drumchapel

Location

Buses

The proposed urban main stretches from Peel Glen Road to Howgate Avenue and serves the dual purpose of connecting areas within Drumchapel and connecting Drumchapel to with Faifley and Bearsden to the north. While density and type of development varies along the stretch of the urban main, we would like to maintain a consistent design along the street, which would formalize its importance.

The neighbourhood main street would be one of the primary routes for public transport within Drumchapel. Bus stops are to be provided alongside curb extensions in line with on-street parking, which allows buses to stop to board passengers without leaving the lane and thus reduces time lost in manoeuvring (NACTO, 2013). As a general principle, far side bus stops are to be employed since they allow pedestrians to safely cross behind the bus. The experience of passengers is to be enhanced by the provisionof sheltered bus stops.

Vehicular Traffic To accommodate the passage of buses in two directions, as well as other vehicular traffic, the urban main is to have one carriageway in each direction, measuring a total of 6m. Such width of the urban main takes into consideration the residential character of the area and discourages speeding.

Pavements Pavements along the urban main are to be wide in oder to accommodate the larger volume of pedestrian traffic and enable their ancillary use as social gathering spaces and spill-out areas for shops, cafes and other services. Narrowing of the pavement down to 3m is permitted where the urban main passes through an area with low density and residential character since there is no prescribed active ground floor use.

Cycling To reflect the heirarchy of the road, one-way traffic lanes with a width of 2m are to be provided on each side of the road. As discussed in the preliminaries section of the Foundation Masterplan, the lanes connect to the wider cycling network of Drumchapel and to the nation cycle route and as such are anticipated to generate higher levels of use, which justifies their separation. Lanes are to be at the level of the pavement to avoid the risk of accidents. Most crossing are also raised so that cars slow down. Overall, we have attempted to avoid curvatures of the cycle lanes in order to improve the efficiency of the cycle network and to avoid the inconvenience of frequent change of direction.

Parking On-street parallel parking is to be provided on both sides of the street with parking spaces limited to two in a row to mitigate their visual impact on the streetscape and to allow for trees to be planted on curb extensions inbetween spaces. On-street parking slows down traffic as it breaks down the street monotony and vehicles need to slow down as other cars are parking.

Green Infrastructure Urban main roads may often appear grey and monotonous - trees mitigate this by visually breaking down the streetscape and enhancing the local character, which can act as a traffic calming measure. Trees provide shade and evaporative cooling and also have a positive impact on air quality, purifying the air from toxic pollutants emitted from vehicles. For those reasons and to ensure a continuous connection of the green network, we wanted to make a dense tree coverage a signature feature of the urban main. Oak trees are to be evenly spaced at approximately 12m so that there is a thick canopy coverage over the street.

SUDS To mitigate the negative impact of the use of impervious materials like concrete, SUDS are to be integrated into the design of the urban main between cycle lanes and pedestrian pavements, reinforcing the separation between different classes of traffic.

Booklet 2: Detailed Masterplan

Class I Local Streets

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Blueprint for the design of new local roads in Drumchapel.

Streetscape inspiration and precedents.

Blueprint for Drumchapel

Location

Curb Extensions

Class I local streets play a vital role for the internal connectivity of neighbourhoods throughout Drumchapel: local streets in areas with high and medium densities, as well as longer routes through low density areas. While separation between vehicular and pedestrian traffic along them is to be maintained, in our design of local streets we are sill aiming to prioritise pedestrians by creating a pleasant streetscape and adopting various traffic calming measures such as meandering roads, curb extensions and other streetscape elements.

Curb extensions encourage street life by being flexible zones that can be utilized for a variety of purposes: street vegetation, sitting area for cafĂŠs and vendors, off-load area for deliveries or simply resting space with benches. Their use can change over the course of the year or even the day e.g. vehicles dropping off stock in the night or early morning before people come out to enjoy their day.

Vehicular Traffic Local streets are still to have one carriageway in each direction, but the total width of the road is to be reduced to maximum 5m. Narrower roads result in lower speeds.

Pavements At 3m pavements are to be maintained relatively wide in order to facilitate public life along the streets. While most buildings along local streets will have a certain degree of setback, soft boundary treatment allows for the overspill of pedestrians onto plots, which might be preferred where ground floor use differs from residential. With provision of appropriate street furniture, curb extensions can assume a social function or be utilised as overspill area where there is active ground floor use.

Cycling Since anticipated levels of vehicular traffic on local streets is lower, cyclists are to share the carriageway with other forms of transport.

Variety of potential use of curbside extentions.

Green Infrastructure Since trees provide an evaporative cooling effect for neighbourhoods and help absorb stormwater, tree planting along curb extensions and pavement edges is mandated within certain character areas and is encouraged throughout the masterplan. As an alternative,vegetated curb extensions or street planters should be utilized as a minimum as to maintain the presence of greenery and further establish the position of Drumchapel as a neighbourhood that embraced nature.

Parking

SUDS

On-street parallel parking is to be provided on either both or one side the street with not more than 4 uninterrupted parking spaces, so that cars donâ&#x20AC;&#x2122;t dominate the streetscape. In areas with high flood risk, turf paving should be used for the car park spaces.

Areas with risk of flooding SUDS in the form of bioretantiion and biofiltration planters or swales are mandatory. However, SUDS in the form of permeable pavement materials and integration of green infrastructure is encouraged throughout the masterplan area.

Booklet 2: Detailed Masterplan

Residential Shared Streets

Blueprint for the design of new lshared residential streets in Drumchapel.

Streetscape inspiration and precedents.

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Blueprint for Drumchapel

Location Shared residential streets promote the most pedestrian oriented street environment and transfer the â&#x20AC;&#x153;ownershipâ&#x20AC;? of the roads from cars to people. With vehicular traffic limited, they have the potential to become a hub for local communities by providing spaces to meet and play. A shared street design is to be adopted mainly in areas with low density, but there are exceptions and a shared street layout is to be adopted in special places such as Hecla Ave along Drumchapel Park, where the street becomes part of the public domain, and along the length of the green corridor.

Vehicular Traffic Vehicular traffic along residential streets is to be restricted, permitting only personal vehicles and deliveries, and low speed limits are to be set. The basic width of the shared space is to be 6m, which road narrowing and chicanes adopted at frequent intervals as to further reduce traffic speed in residential areas.

Pavements Reflecting the residential character of neighbourhoods, the width of mandatory pedestrian pavements is to be reduced to a minimum of 2m. However, the pavement width changes where we have chicanes and shared surface of the roads ensures that they are fully accessible to pedestrians. Visual separation is still to be achieved through the use of different materials such as a embossed paving tile. SUDS measures can also be used as a separator between pedestrians and cars.

Cycling Cyclist share the street surface with pedestrians and cars. The green corridor is an exception to this rule since it forms part of the national cycling network.

Fig: Examples of shared streets in the district node and residential area of the masterplan.

Parking Assuming that shared streets are to be used primarily by local residents and their persinal parking spaces are integrated within the plots, there is less demand for onstreet parking. Nevertheless, pockets of parallel parking on alterating sides of the street are to be provided for guests. Those would be designated thourgh a change in the materiality of the street and throught the use of street furniture and planting.

Green Infrastructure Trees and other street vegetation add to the character of residential areas and act as passive traffic calming measures, so their use through on all shared residential streets is highly encouraged. However, taking into consideration the higher amount of private green space and larger buildigns setbacks within residential areas, tree coverage should be less intensive that on other streets.

SUDS The use of permeable paving materials such as turf pavements and gravel is encouraged thourghtout all shared streets irrespective of whether or not they are in a flood risk area. Different paving materials add character to spaces and enhance the public streetscape. Other drainage elements such as vegetated strips are also to be employed.

Booklet 2: Detailed Masterplan

ADAPTING EXISTING ROADS Kinfans Drive m 3-4

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Kinfauns Drive functions as Drumchapelâ&#x20AC;&#x2122;s main road and the neighbourhoods only existing node is at the shopping centre located on it. However, the current street design of the street is vehicle-orientated and does little to support public life. Pavements along the east side of the street range between 3m and 4m, but railings along their edge reduce usable space and create defensive space. On the opposite side of the road, pavement width varies greatly with the function of buildings, ranging from 2m at its southern (industrial) part, to 6m in front of the shopping centre, even though the latter includes the hard-landscaped entrance area of the store. The 9m shopping centre is inward-orientated and encourages little interaction with the street. 3-4 m There is little to none street vegetation, even though 6m there is a wide raised grassed area in front of the medical centre and no bike lane provision.

As Proposed

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Kinfauns Drive (in section along shopping centre) as existing.

pavement vaires accordign to the funtion - mitigates by havign a consistent building lines

In our proposal for the re-design of Kinfauns Drive along the district centre, we are aiming to restore the function of the street as a public space. With Kinfauns Dr still classed shopping centre as an urban main, we are not proposing any changes hospital on this side>to + its own setback street side unchanged the road width itself. Alterations to the east side of the road are also enviable since most buildings along it are to be retained. However, with the demolition of the existing shopping and its replacement with high-density mixed use residential buildings, the west side of Kinfauns Dr has the potential to be transformed. A two-way raised cycle lane is to be introduced and separated from the road with a narrow 3. 5 -4m previous strip. Pavement widths are to be consistent 3.54m to accommodate higher levels of pedestrian traffic and overspill from adjacent cafĂŠs and shops. To maintain the green network, tree planters are to be placed along the edge of the bike lane, providing a further separation between the different classes of traffic. Grassed areas along the hospital can be planted more intensively with trees and bushes.

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Kinfauns Drive (section along former shopping centre) as proposed.

cylinders = tree planters island with planting in the middle for traffic calming

Blueprint for Drumchapel

note speedbump

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Howgate Ave

Local Streets

Changes to Howgate Avenue in its section above Drumchapel Park are necessitated not so much by its current design, as by the change of its classification into an urban mainparking connecting with Peel Glen Rd. new bus stop

Existing local streets cannot be fully adapted to the standard set in our street passport without a costly reconstruction. Instead we are proposing small m interventions that could make those streets safer and 7 -8 more attractive to pedestrians. 3m New building developments would follow the guidelines for m 4.5 m set in the previous section of the report: building setback 5 . 2 whereas setback of current housing along ???????????? street are 7m, the setback of new developments would not exceed 5m, contributing to a feeling of enclosure and safety in pedestrians. Despite its residential character, the only existing traffic calming measures along streets like ?????????? are speed-bumps and there is a complete lack of street vegetation. Both of those drawbacks can be improved by introducing vegetated curb extensions, which would force cars to slow down and await vehicles moving in the opposite direction.

m As such, Howgate Ave will have to accommodate higher on this side levels of traffic, including newparkbus routes. Thus, itâ&#x20AC;&#x2122;s width should be increased to minimum 6m. While this is impossible to its south due to the narrow paving along Drumchapel park, the northern side of the road can accommodate widening of the street and pavement and introduction of parking spaces, in the expense of the plots of existing buildings. Currently set back by 7m, which is not in-keeping with cylinders our set for small setback are forstandard plants triangular parts sticking out same colour as paving along main streets, and it is deemed that reducing thewhite parking space - thin dashed line like that of front building but front plots of buildings would not harm their amenity. where buildngs have been demolished the setback is smaller Despite their size currently the plots are not extensively vegetated, which would be compensated with planting new trees along curb extensions between parking spaces.

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parking new bus sto

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note park onspeedbump this side 3m >> development on other m 4.5

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Howgate Avenue (in section above Drumchapel Park) as existing.

As Proposed

out same colour as paving ed line like that of front building but white

n demolished the setback is smaller parking new bus stop

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park on this side

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Howgate Avenue (in section above Drumchapel Park) as proposed.

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Howgate Avenue (in section above Drumchapel Park) as proposed.

on other 7m .5m

cylinders are for plants triangular parts sticking out same colour as paving parking space - thin dashed line like that of front building but white

Booklet 2: Detailed Masterplan

JUNCTIONS AND CROSSINGS Major Intersection At major intersections between two main streets such as the intersection between Howgate Ave and Kinfauns Dr, pedestrians and cyclists are given priority over vehicular traffic. Where cycling infrastructure meets, a â&#x20AC;&#x153;Dutch Crossingâ&#x20AC;? with two-stage cycling turns is to be employed. The existing radii of the streets are to be tightened, forcing vehicles to slow down when crossing the cycle path. Curb extensions provide shorter pedestrian crossing distances and create additional refuge space.

Neighbourhood Gateway Intersection Where main streets meet local street, such as this intersection of the extended Howgate Ave and Airgold Dr, the heirarchy between the two streets is established through the use of special gateway treatment. Pedestrian crossings at the entrances to the local streets are to be raised, forcing vehicles to slow down when entering a residential area. Legibility is improved by having a wide raised table, which also accommodates the cycling lanes and thus creates a safer environment for cyclists.

Raised Intersection Raised intersections like the one between Park Road and Chapel Road, provide a safe, slow-speed crossing by forcing vehicles to slow down and give priority to pedestrians, which creates additional public space since the level of the intersection is flush with the sidewalk. Curb extensions with narrow radii at the entrances to the streets reduce crossing distance for pedestrians, while greenery or street furniture placed on them prevents cars from parking at corners.

Mid-block Crossings Mid-block crossings facilitate the safe and direct movement of pedestrians to places of interest that are not served by the existing network such as the small park at the Kinfauns Dr entrance to the proposed educational campus. The crossing follows the anticipated pedestrian desire line. The crosswalk is striped regardless of the paving material and the wider shared surface of the road in order to make the crossing clearly visible at night. A refuge island in the middle of the crossing acts as an additional safety measure.

Blueprint for Drumchapel

TRAFFIC CALMING MEASURES Shared Surfaces Raising the surface of the street a flush level with the sidewalks forces vehicles to slow down and is employed as a traffic-calming measure at shared residential streets, intersections or to create public space at places of significance. For example, the surface of the road at the intersection of Howgate Ave and Ledmore Dr is raised to create a small public square that demarcates a change in density and typology along the urban main.

Chicanes Chicanes constitute a extensions of the pavement line that impose a detour within residential streets that slows down traffic by forcing vehicles to manoeuvre. The increased amount of pubic space along the sidewalk can be activated with the use of street furniture.

Refuge Islands Planted refuge islands are adopted as a traffic calming measure on exisitng main street near areas that neccessitate lower speeds such as the portion of Kinfauns Dr along St. Claireâ&#x20AC;&#x2122;s Pimary School. They discourage speeding and overtaking by narrowing the traffic lanes. Pedestrian refuge islands are also to be incorporated at the crossing along the street, as to create a safer two-staged crossing for pedestrians.

Raised Speed Tables Raised speed tables are adopted as a mid-block traffic calming device along long residential blocks such as the one at Camus Place. Speed tables are longer than speed bumps and have a flat surface at the top, which means they can also be utilized as raised mid-block crossings in conjunction with extended curbs.

Booklet 2: Detailed Masterplan

Blueprint for Drumchapel

IV: Plots & Buildings

Booklet 2: Detailed Masterplan

BUILDINGS

Blueprint for Drumchapel

BUILDINGS AND PLOTS

Booklet 2: Detailed Masterplan

TYPOLOGIES The Case for Change In theory, Drumchapel has a healthy mix of housing typologies, consisting of single family semi-detached and detached houses, multifamily blocks of flats and two freestanding towers. However, their distribution within the area is uneven, resulting in an overall low density and poor imagebility. In building our proposal for Drumchapel, we have considered how to improve the existing mix of typologies by introducing more variety and limiting typologies we consider inappropriate or over-represented. Existing Housing Typology Mix

Tower Blocks

H+ H=

Semi-detached Houses

HM+

As part of our masterplan, the two remaining tower blocks M= are scheduled to come down, because they are deemed Mill-fitting with our vision of Drumchapelâ&#x20AC;&#x2122;s place within the city. As a typology, towers are L+better suited for urban centres (where density of development is higher and L= they can accommodate other commercial uses) rather Lthan the city periphery (where the predominant use is residential and their conversion into commercial premises - unlikely). Set-back from the street and surrounded by a belt of undefined green space, free-standing towers do not engage with surrounding streets and public spaces. Furthermore, with only one entrance for ??? flats, activity and opportunities to meet other people are limited to the entrance foyer and elevator, isolating residents from their neighbours.

Typology: Tower Block

A popular typology in Britain, semi-detached houses seem to be desired by developers and/or residents, due to the perceived privacy that larger set-back plots offer. In theory the course-grain of blocks built-up with semis, should not prohibit their interaction with the street. However, in Drumchapel the opposite can be observed: semi-detached houses are clustered around cul-de-sacs, facing away from the main street, as currently displayed at Dewar Dr. In addition, despite larger plots the semis in Drumcahpel have a relatively poor space standard a small habitable space. Most importantly, however, semi-detached houses are a low density development and thus are more suited to the fringe of Drumchapel and do not belong near its district node in the selected masterplan area.

Typology: Semi-detached house

Blueprint for Drumchapel

Building upon Tradition Despite taking inspiration for different housing typologies and their relationship to the urban realm from a variety of cities around the world for the development of the detailed masterplan we have mainly adopted the two typologies, most widely associated with Britain and in particular Glasgow: multi-storey tenements for street edges with high to medium densities and terraced housing for street edges with low to medium densities. Seemingly beloved by locals and likely to remain in high demand, those typologies have withstood the test of time and proven their resilience.

Due to their aggreggated nature both tenements and terraced houses make up for a fine urban grain, making them suitable for a dense type of urban environment, while their basic layout makes them adaptable for other types of future use such as commercial office space. For better understandment of their spatail characteristics, we used the existing Glasgow LUC, literature such as “Designing the Plot” and two case studies of a blocks with tenemental and terraced developments with compatible densities to the ones we would like to achieve.

Tenements

Terraced Housing

Tenements constitute multi-storey, multi-family dwellings. Sandstone tenements are a hallmark feature of Glasgow, but beyond their beautifully crafted facaces Glasgow’s tenements have other spatial characteristics that we would like to see adopted in modern developments: high ceilings, large windows, and generous space standards. The arrangement of 2 flats per floor, accessed from a common stairwell in the centre of the building, ensures that flats have double-aspect for better cross-ventilation. Based on our research and study of the LUC, tenements are typically 3 to 4 storeys high, have plot depths ranging from 9 to 13m and plot widths ranging from 12 to 20m. Provided that the ceiling height can accommodate that, there is protential for active street frotnages at ground floor level.

Terraced houses constitute single-family dwellings aggreggated in a row. Despite their visual appearance of mass, with good design terraced houses can provide their residents with all the benefits of a famly home such as a private garden, more habitable rooms, driveway and potential for ancillary structures such as sheds etc. Based on personal observations and our study of the LUC and “Designing the Plot”, terraced housing gives scope for great variation in plot sizes and building footprint. Building heights can vary from 1 to 3 storeys and there is a correlation between plot width and depth: for narrow plots (4-5m), the plot depth should be minimum 22-23m, while wider plots (6-7m) can have more shallow plots, especially if there is open land or internal ways to the rear of the buildings (Designing the Plot, ???).

Typology: Tenement

Typology: Terraced Housing

Booklet 2: Detailed Masterplan

BUILDING THE LUC Methodology

Key Findings: Terraced Housing

We used the existing Local Urban Code of Glasgow to inform our choice of tenements and terraced housing as out prefered typologies for the development of the masterplan for Drumchapel. Then, we undertook a detailed case study of the LUC for two specific blocks that are archetypical examples for them: a tenement block at Roslea Dr in Dennistoun, Glasgow as an example for medium to high density developemnt, and a block of terraced housing on St Paul Street in Islington, London.

e Pr

Density: 98 u/ha Length to width ratio: 0.66 se.1 coverage ratio: 84.4% se.2 coverage ratio: 61.1% se.3 coverage ratio: 49% se.4 coverage ratio: 46.7% Plot Metrics Depth: 14.9 (corner) - 22.4m Frontages: 4.6 - 5.6m Coverage Ratio: 50-84% Building Depth: 7.4 - 19.4m Height: 2 Internal Plot Area: 59-299sqm

Key Findings: Tenements

lS St

Pa u

Fig. ??. Block for case study of terraced housing in Islington, London.

lay

Block Metrics Density: 164.5 u/ha Length to width ration: 0.39 se.1 coverage ratio: 42.6% se.2 coverage ratio: 52.2% se.3 coverage ratio: 42.1% se.4 coverage ratio: 49.7%

St ll hi

Fin

sle

ada l

Plot Metrics

Arm

Medium to High Density

Low to Medium Denisity

We used the methodology introduced to us during the LUC workshop. First, we looked into the density, shape and composition of the block as a whole. Then, we identified street edges, internal plots and internal ways. We calculated the built-up area for each street edge or internal plots and then we measured the depth, width, built front and coverage ratio of each plot, as well as building depths. The data gathered in the process was then used as a guidance for laying out the plots and buildings in our porposed masterplan.

Block Metrics

Fig. ??. Block for case study of tenement housing in Dennistoun, Glasgow.

Depth: 14 (corner) - 30 m Frontages: 12.9 - 29.4m (se.2) Coverage Ratio: 18-27% Building Depth: 12.5 m Height: 3-4m

Blueprint for Drumchapel

APPLYING THE LOCAL URBAN CODE Tenement / Multi-Family Apartments

LL-

L= L=

L+ L+

High Density: 145-190 u/ha (H-, H=, H+) M-

Tenement style, multi-family apartments are the sole typology within high density areas, variations in height are used to achieve the required densities ranging from 4-5 storeys. High density tenements are concentrated mainly within the district node, which is the main centre of activity with the our new masterplan for Drumchapel. For the large part buildings will be mixed use, comprising of residential dwellings on the upper floors, and office, commercial and retail uses at ground floor level.

M-

M= M=

HH-

M+ M+

H+

H= H=

H+

Medium Density: 115-145 u/ha (M=, M+) Medium density multi-family apartments are situated within the centre of local nodes and on the outskirts of the district node as a transition to low density development. Heights range between 3-4 storeys and the use is predominantly residential. However, where active fronts have been allocated, these buildings will also be mixed use, comprising of residential dwellings on the upper floors, and retail at ground floor level.

Precedent: Golespie St, Govan

Active Fronts Where both mandatory active fronts have been allocated ground floors should therefore have a minimum floor to floor height of 4.5m. Furthermore, this also applies to areas highlighted for potential active fronts. To ensure the ground floor will remain flexible, thus, not excluding the potential for active fronts to appear organically in these locations. Where active fronts are partially allocated along a street, but the typology continues past this point, the extended ground floor height should continue to maintain continuety in the street environment and building line.

Access Access to residential dwellings is either from street level via a communal stairway leading to either one or two flats on each level.

Private Open Space Provision Private communal open space is allocated within the blocks to the rear or the individual plots and in some cases this is accessible via an internal way.

Booklet 2: Detailed Masterplan

L-

Terraced Housing Medium Density: 100-115 u/ha (M-) Within medium density areas heights of terraced housing will range from 3 to 4 storeys offering more internal space to cater to those who may need it, for example medium-large families. Furthermore these more dense areas are fine grained, therefore, plots will be relatively narrow ranging from 5-8m and the building line will be continuous along the street edge.

L-

M-

L+

H-

M+

Low Density: 55-100 u/ha (L-, L=, L+) Terraced housing within low density areas will vary between 1 storey in local streets and up to 3 storeys along the urban main roads. The general design principals do not differ from that of the medium density terraces, however, in comparison, the low density terraces have a more coarse grain in that the row will break at certain intervals and in these cases, the end of terrace dwelling will not address the entire front of the plot

M-

H+

Diversity Precedent: Borneo Island, Amsterdam

Terraced housing has been used as a staple typology within low and medium density areas across the masterplan as this typology is very flexible in terms scale and height, and can therefore be a very attractive option to a range of individuals including families as well as the young and older demographics. In addition, terraced housing provides scope for variety in terms of design, thus resulting in a diverse and rich streetscape with a strong urban character.

Access These dwellings are accessed directly from the street and in some cases there will also be access from the rear of the plot within blocks which feature an internal way.

Private Open Space Provision Terraced housing features a private back garden for its occupants, and , in addition, within low density areas and occasionally within medium density areas, terraced properties may also have a front garden, although this I dependant on the setback allocation.

Blueprint for Drumchapel

Other Typologies Although the vast majority of housing outlined within this masterplan will consist of either tenement or terraced housing typologies, exceptions were adopted where the block shape and size was unsuited for aggregated development in a row.

Deck Access Apartments

Semi-Detached / Detached

These apartments, accessed via an external stairway and along a rear deck, appear where there is concern regarding the privacy of ground floor dwellings, where there are continuous active fronts at ground level or where the shape of the block simply ground floor access along the block edge. The apartments correspond to medium and high density areas and typically range from 3 to 5 storeys.

Although highlighted in the previous section as a potential hindrance to street vibrancy as a result of disconnect from the street and creating a coarse grain, a small number of semi-detached and detached dwellings are seen throughout the masterplan. These dwellings are largely situated on internal plots and shorter street edges and range between 1 and 2 storeys.

Had this corner block at the intersection of Autumnhill Terrace, Woodhill Road and Peel Glen Road been developed as a regular tenement accessed from the street, the internal layouts of individual apartments would have been angled and odd. By adopting deck access form eh rear of the plot, apartment within the building have a similar size and shape. In the case of this block along Airgold Ave, development of plots as terraced housing was possible. However, having decked access apartments frames the small public square and creates a sense of enclosure. Since the block is located at the edge of a high density area, there is potential for ground floor use as a crĂ¨che or a fitness centre - typologies that require larger open plan layouts.

Detached houses frame the rear access lane of the blocks between Halbeath and Howgate Ave and create a built-up street edge along Airgold Ave.

For this block, semi-detached housing is specified in order to fill the space between existing houses and the newly created street edge along Halbeath Ave, creating a finer grain. The difference in setback between existing and proposed housing is managed by adopting a staggered building line.

Booklet 2: Detailed Masterplan

THE SAME, BUT DIFFERENT... Same Typology: Different Width

Same Typology: Different Heights

When selecting our typologies, a fundamental consideration was the flexibility in which they could offer and the variety which could be achieved, in the design and scale of the dwellings to create distinctive neighbourhoods which posses a unique character and create a strong place identity. This is why, in the development of our masterplan, we have approached blocks on a plot-by-plot basis, presuming that each plot is to be developed individually and thus be different from the ones adjacent to it. To demonstrate the diversity that is achieved through plot-based urbanism, on the right we have taken a block of tenements in the high-density area of the district node and examined how their physical attributes compare.

Pavol Dzurjanik’s House

Same Typology; Same No. Of Storeys: Different Heights

Aleksandra Patarova’s House

Amy’s House (Designed by Aleksandra Patarova)

Vesse

Blueprint for Drumchapel

Same Parameters, Different Design As long as plots are developed individually and the scope for amalgamation is limited, great variety can be achieved even when other parameters of permitted development such as plot coverage, building height and building line are the same. To demonstrate the kind of visual diversity that can be achieved when working to the same set of rules, Year 5 Architecture students were invited to submit an elevation proposal for a terraced, single family house along the Green Mile, where it is encouraged that plots are developed as self- or custom-build projects. The set of basic regulations (part of the plot passports) distributed to them called for: plot width of 5m, building height between 9 and 12m, continuous building line along the ground floor and no boundary treatment.

elina Chavdarovaâ&#x20AC;&#x2122;s Houses

Since the parameters for the development were close to the brief of one of their assignments in Year 3 of BSc Architectural Studies, most of those who responded submitted their old elevations.

Stephen Jamiesonâ&#x20AC;&#x2122;s House Karolina Petruskeviciuteâ&#x20AC;&#x2122;s House

Booklet 2: Detailed Masterplan

SPECIALIST BUILDINGS

Key Principles The key principle in our interventions to specialist buildings was improving their accessibility and bringing them closer to the district and neighbourhood nodes so that they generate activity. A like-for-like approach was undertaken in the sense that services and functions provided by buildings scheduled for demolition are to be provided elsewhere within the masterplan: Langfaulds primary school is to be relocated near Drumchapel High School, forming a life-long educational centre along with workshops and other facilities. Social Work Services are to be moved from their current building at Drumry Rd and into the heart of the district centre, where its employees and visitors generate activity. The social importance of the community centre will be emphasized by relocating it to McAvoy Square as a focal point of the Green Mile.

Blueprint for Drumchapel

Provision of Services & Amenities Based on its current population Drumchapel is classified as a neighbourhood, however the realisation of this masterplan will result in a population increase of around 8600 inhabitants, coming in at a total population of around 30,000. It is therefore essential to consider the additional services which are required to sustain a district as opposed to that of a neighbourhood, this is illustrated in map where some of these services can be accounted for within the masterplan area, this includes, educational and governmental buildings, sports facilities, places of worship and community facilities. In addition daily use services such as shops, nurseries and cafĂŠs will be found throughout the masterplan area at ground floor level where active fronts have been allocated.

Booklet 2: Detailed Masterplan

Green Valley Campus

Sports Centre

Secondary School

Primary School

Workshops

Integrated Lifelong Learning The Green Valley Educational Campus is designed to promote an integrated learning environment from the beginning of a childâ&#x20AC;&#x2122;s primary education right through to the end of secondary school. The campus benefits from shared resources such as sports pitches and outstanding landscaping green spaces, as well as the sports centre which is also on site. Furthermore, the campus also features a series of workshops which front onto the green mile and have the capacity to run courses aimed to integrate the development of practical and vocational skills into a pupils curriculum should they so desire whilst also maintaining an interactive street environment.

Serving the District In the development of this masterplan, it is proposed that Langfaulds Primary School is to be demolished, therefore accommodating a new primary school within the masterplan site has been a high priority. Although many of the schools in Drumchapel are currently sitting under capacity, with the realisation of this masterplan, the population is anticipated to grow by around 8600 by 2050, furthermore a large quantity of housing proposed is perfectly suited to families of all sizes and so a new school campus is essential to accommodate this anticipated demand.

Key Design Principals The school campus is ideally situated at the point in which two major connections meet, the urban main which connects both the district centre, but also areas which may be absorbed into the catchment area which lie out-with the masterplan area, and additionally, the school fronts onto Green Mile which forms the main north/south artery, in which pedestrian and cycles will utilised. Furthermore, the points of access to the school are marked by public open spaces to encourage and welcome the use of the campus, not just by students but by everyone, all times of the day.

View of the existing Langfauls Primary School to be demolished.

Blueprint for Drumchapel

PRECEDENTS: SCHOOL CAMPUS

Clyde Valley School Campus Location

Wishaw, North Lanarkshire

Completion Date

January 2016

Developer

Morrison Construction

No. of Storeys

2/3

Schedule of Accom.

High School (750 pupls), Primary School (238 pupils) & Nursery School

Location

Kilmarnock, East Ayrshire

Completion Date

March 2018

Developer

Sheppard Robson Architects

No. of Storeys Location Schedule of Accom. Completion Date

3 Wishaw, North Lanarkshire

Developer

Morrison Construction

No. of Storeys Location Schedule of Accom.

190 Street, Glasgow HighCathedral School (750 pupls), Primary School (238 pupils) & Nursery School

Completion Date

2000

Developer

Sit Robert McAlpine

No. of Storeys Location Schedule of Accom. Completion Location Date

7Kilmarnock, East Ayrshire

Developer Completion Date

Sheppard Robson Architects January 2016

No. of Storeys Developer Schedule of Accom. No. of Storeys

3Morrison Construction

Schedule of Accom.

High School (750 pupls), Primary School (238 pupils) & Nursery School

Location Location Completion Date Completion Date Developer Developer No. of Storeys No. of Storeys Schedule of Accom.

January 2016

2/3

William McIlvanney Campus

Wishaw, North Lanarkshire March 2018

2/3

190 Cathedral Street, Glasgow Kilmarnock, East Ayrshire 2000 March 2018 Sit Robert McAlpine Sheppard Robson Architects 7 3

Schedule of Accom.

Glasgow City College Location

190 Cathedral Street, Glasgow

Completion Date

2000

Developer

Sit Robert McAlpine

No. of Storeys

Schedule of Accom.

Booklet 2: Detailed Masterplan

Phased Residential Redevelopment

DEMOLITIONS

ROADS

Confirmation Area

Existing Roads

Phase 1: 2020-2030

Phase 2: 2030-2040

Phase 2: 2030-20404

Phase 3: 2040:2050

Phase 3: 2040-2050

Blueprint for Drumchapel

Booklet 2: Detailed Masterplan

Blueprint for Drumchapel

IV: Ecological Network

Booklet 2: Detailed Masterplan

GREEN NETWORK

GREEN & BLUE ENVIRONMENT Private Green Space

Turf Pavers

Public Green Space

Allotments

Open Space, School Sports Pitches SUDS

Trees (Large Coverage) Trees (Small Coverage)

Blueprint for Drumchapel

Establishing a Hierarchy of Connected Green Spaces One of the projects outlined in the strategy phase was to repair the fragmented green network by implementing a clear hierarchy of green spaces and elements which are connected to form an established green network of spaces and places which can be well utilised and loved by residents. And so in order to achieve this we have defined a hierarchy and character of green spaces provided within the masterplan in correspondence to the relative density and typologies of the surrounding area.

Street Greenery The hierarchy of green interventions extends to the types of street greenery provided across the masterplan area. The highest tier of street greenery is the greenway along the green mile followed by trees that provide thick coverage such as the oak trees planted along Howgate Avenue. Next come trees with smaller coverage and next vegetated planters the distribution of these interventions is reflective of the hierarchy of the streets: main streets have a lot of trees, whilst local streets have less trees.

High to Medium Density Areas In areas with high and medium densities, larger parks and public green spaces are provided: â&#x20AC;˘ Drumchapel Park serves the district node â&#x20AC;˘ Park at the entrance of the school campus from Howgate Ave serves the local neighbourhood node Furthermore, within these areas, greenspaces that require low maintenance are more suitable due to the more frequent upkeep required associated with the number of users.

Low Density Areas As opposed to residents who live within high density areas, lower density areas tend to comprise of mainly terraced housing, in which private green space is provided in the form of rear private gardens. Thus, we see scatterings of pocket parks, which belong to the community, this provides a sense of ownership and these smaller greenspaces would most likely be maintained by residents and encourage social interactions between residents.

Booklet 2: Detailed Masterplan

BLUE NETWORK d & Soft S H ar ur

In the realisation of this masterplan, Drumchapel will become significantly more urbanised than in its existing state. As highlighted in the analysis phase, Certain areas within Drumchapel pose a very high risk of flooding , specifically across areas which will house our new proposed district node and substantial quantities of new residential development.

s ce fa

Materials & Sustainable Urban Drainage

avers P f

It is therefore essential that the potential impacts of urbanisation and the subsequent increases in flooding due to surface water runoff must be addressed and mitigated against in the design of streets and buildings throughout the masterplan area.

Porous

urfaces

OT just on th N eg d r An

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Furthermore, interventions should achieve a balanced between soft and hard engineering and landscaping. Achieving this balance is crucial so not to create potential threats with water pollution as a result of surface water flooding, as whilst hard engineering moves pollution to another site, soft engineering metabolises pollutants on site.

ts ee

Increased densities and major redevelopment can still be achieved without creating major issues with flooding, thus throughout the design of this masterplan the use of excessive impervious surfaces has been avoided, vegetation has been integrated throughout streets to increase biological functioning and we have designed a compact neighbourhood which does not reflect the state of urban sprawl that we see in Drumchapel today.

SUDS Lined St r

Blueprint for Drumchapel

Sustainable Urban Drainage Intervention Permeable Paving The high amount of impervious surfaces within urban areas is a major contributor to urban stormwater challenges. The integration of permable surfaces eases this burden by allowing water to infiltrate through streets and pavements, thus reducing runoff (Nacto, 2017). Throughout the masterplan permeable surfuces have been integrated, for example as shown in figure?? permeable paving is used for the streets and turf pavers have also been used for parking spaces. Furthermore, as a general rule, the main surface for internal ways is gravel to maximise infiltration.

Biofiltration Planters Planters with an impermeable base can be used as an additonal measure to mitigate impacts of stormwater flooding. These planters contain supporting drainage infrastructure which collects water, filters runoff through the soil, and channels treated runoff through an underdrain pipe (Nacto, 2017). Biofiltration planters are featured heavily throughout the masterplan, on curb extensions, to provide water quality treatment and reduce runoff volumes, whilst also adding a pleasant aesthetic quality to streets, as shown in figure??

Bioretention Swale Bioretention swales are shallow, vegetated, landscaped excavations which are designed to capture, treat and infiltrate stormwater runoff as it moves downstream (Nacto, 2017). A large swale is the pivatol feature which defines the character of the Green Mile as illustrated in figure??. The swale contributes to the environment in many ways beyond treatment of stormwater. Green fingers of open space are integrated, establishing a key route for cycling and walking, and forming a beautifully eyecatching and distinctive street environment.

Booklet 2: Detailed Masterplan

IV. Bibliography Anon, (2014). [ebook] Bristol: Sustrans. Available at: https://www.sustrans.org.uk/sites/default/files/file_content_type/ sustrans_handbook_for_cycle-friendly_design_11_04_14.pdf [Accessed 30 Apr. 2018]. Firley, E. and Stahl, C. (2011). Urban Housing Handbook. 1st ed. Hoboken: John Wiley & Sons. Glasgow City Council (2013). Design Guide New Residential Areas. Glasgow: Glasgow City Council. HISTORIC ENVIRONMENT SCOTLAND 2018. Sandstone: History [Online]. Available: https://www.engineshed.scot/ buildingHOMES AND COMMUNITIES AGENCY 2000. The Urban Design Compendium. (Homes and Communities Agency, 2000) NACTO (2017). The Urban Street Stormwater Guide. Available: https://nacto.org/publication/urban-street-stormwaterguide/stormwater-elements/green-infrastructure-configurations/stormwater-median/ National Association of City Transportation Officials (2017). Blueprint for Autonomous Urbanism. New York: NACTO. National Association of City Transportation Officials. (2018). Global Street Design Guide (GSDG) - National Association of City Transportation Officials. [online] Available at: https://nacto.org/global-street-design-guide-gsdg/ [Accessed 30 Apr. 2018]. National Association of City Transportation Officials. (2018). Transit Street Design Guide - National Association of City Transportation Officials. [online] Available at: https://nacto.org/publication/transit-street-design-guide/ [Accessed 30 Apr. 2018]. National Association of City Transportation Officials. (2018). Urban Street Design Guide - National Association of City Transportation Officials. [online] Available at: https://nacto.org/publication/urban-street-design-guide/ [Accessed 30 Apr. 2018]. Romice, O and Porta, S. (2014). Plot-based urbanism: a roadmap to masterplanning for change. Available: https://pure. strath.ac.uk/portal/files/41624351/Romice_Sergio_JAOU_2015_Plot_based_urbanism_a_roadmap.pdf. Last accessed 19th Nov 2017. (Romice and Porta, 2014) Tarblatt, J. (2012). The plot. London: Riba enterprises. THE CITY OF GLASGOW COUNCIL 2013. Design Guide: New Residential Areas. Glasgow. (The City of Glasgow Council, 2013) THE SCOTTISH GOVERNMENT 2010. Designing Streets. (The Scottish Government, 2010) Urban bikeway design guide. (2014). 2nd ed. New York: National Association of City Transportation Officials.

Blueprint for Drumchapel

Booklet 2: Detailed Masterplan