Renfrew Design and Traffic Management

final report

kevin murray associates willie miller urban design martin stockley associates

renfrew design and traffic management july 2004

D i r e c t o r o f P l a n n i n g a n d Tr a n s p o r t R e n f r e w s h i r e Co u n c i l HQ South Building Co t t o n S t r e e t Paisley PA1 1LL

renfrew design + traf f ic management study final report july 2004

kevin murray associates willie miller urban design martin stockley associates turner + townsend

18062004-v2

study team: Janet Benton Julian Broster David Hogg Katharina HĂźbl Willie Miller Brendan Murphy Kevin Murray Viktoria Purser Carol Scrimgeour Martin Stockley Joanne Walker

contents renfrew design + traf f ic management study final report july 2004

section 1

introduction

1

section 2

summary of critical issues

4

section 3

principles

7

section 4

spatial strategy

11

section 5

design guidance

29

section 6

town centre trafďŹ c + public realm

54

section 7

implementation costs

68

section 8

next steps

76

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

1 introduction 1.1

This Report has been prepared by a consultant team comprising of Kevin Murray Associates, Willie Miller Urban Design, Martin Stockley Associates and Turner and Townsend.

1.2

The study was commissioned in September 2003

by Renfrewshire Council to prepare design proposals and guidance for Renfrew Town Centre and linkages through to the Clyde Waterfront. It is intended that the design proposals will form the basis of an action plan to be taken forward by the Council.

1.3

•

• •

In November 2003 the consultant team produced a Baseline Report and made a presentation of the findings to members of the client group. Since then, the consultant team have developed the ideas and next steps described in the Baseline Report and subsequent workshop, and have also carried out traffic modelling using survey information obtained from roadside surveys in the early part of the study.

•

•

The Brief 1.4

The brief to the consultant team contained five inter-related components:

1.5

costed design proposals for streetscape improvements and traffic/parking management in Renfrew Town Centre, with the twin aims of facilitating accessibility of the town centre for quick local shopping trips and enhancing the physical attractiveness of the town centre. measures to maximise the separation of through traffic from town centre traffic, using the existing road network urban design guidance for the detailed layout and design of the various development areas within Renfrew Riverside urban extension, which lies between Renfrew Town Centre, the River Clyde and Braehead Shopping Centre design guidance for the creation of a high quality public realm within Renfrew Riverside urban extension, including both public circulation space and open space urban design and traffic management proposals to maximise linkages and accessibility between Renfrew Town Centre and Renfrew Riverside Urban Extension

It should be noted that during the study process, certain elements of the Renfrew Riverside proposals became fixed and were no longer the

subject of input from this study, while other elements had still to be finalised. This remains the case and the consultant team has continued to progress work in a fluid context. For the purposes of the study, we are instructed to regard the following components as fixed: • • •

the location and design of Riverside Park, designed by Ian White Associates for Capital Shopping Centre Ltd (CSC) the location and design of the X-scape development the detailed design and layout of Kings Inch Road

We are also aware of other proposals which are either the subject of outline planning permission or are being prepared by others in advance of the submission of detailed proposals for consent. These include: • •

1.6

draft proposals for Ferry Village prepared for Park Lane and Clydeport draft proposals for part of the area to the south of Kings Inch Road as residential

Placing the developing proposals for the Riverside

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 1

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

area in the context of a broader study area has raised a number of issues and challenges including: • • • •

1.7

the overall structure and connectedness of the study area the roles of the study area’s component parts the need to create places or focal points, especially within the Riverside area the need to identify specific areas within the Riverside area where design briefs are required or where public realm improvements could be implemented

regeneration of the riverfront from Glasgow City Centre to the Erskine Bridge. The CWWG has commissioned two major studies – Clyde reBuilt

by Yellow Book, Gillespies and Ryden published in 2002 and the Clyde Waterfront Development Framework and Action Plan in 2003 carried out

by Llewelyn-Davies. Clyde reBuilt concluded that strategic public interventions would be required in infrastructure, public realm, river engineering, bridging and other areas if the potential benefits of the initiative were to be delivered.

1.9

It is acknowledged that the emphasis of the study outputs is on Renfrew Town Centre, Ferry Village and the transition zone between the Riverside and the Town Centre – the western areas of the study area. However there remains a need to introduce more distinctiveness, form and strategy for the wider area.

1.10 Background

1.8

The strategic context for this study has been set by the Clyde Waterfront Working Group (CWWG) which is charged by the Scottish Office with the

The Clyde Waterfront Development Framework and Action Plan recommended that the strategic public interventions should focus on six areas of priority action, one of which was Renfrew/ Braehead/Scotstoun. This area was also identified in the Clyde Valley Joint Structure Plan as a key component of the Clyde Waterfront Metropolitan Flagship Initiative.

The principal drivers of regeneration identified in the Clyde Waterfront Development Framework and Action Plan in the Renfrew/Braehead/Scotstoun area were considered to be the Renfrew Riverside proposals and the impact of the future growth of Glasgow Airport. Specific proposals included in

the document included: • • • • • •

•

1.11

improved approaches to Renfrew green links from existing residential areas in north-west Renfrew to the River Clyde a more coherent vehicular approach to Braehead Shopping Centre better links between Braehead and Renfrew a new bridge linking Braehead and Renfrew Riverside to Scotstoun and Yoker improvements on the north bank at Balmoral Street, the Dumbarton Road/Kingsway Junction, and the junction of Dumbarton Road and Yoker Ferry road in the longer term, a residential development at King George V Dock

The CWWG has been eager to ensure that the regeneration of the Clyde is linked to adjacent communities so that the benefits of regeneration are accessible, and distributed in a socially just and inclusive manner. This represents the link between the strategic goals of the initiative and local intervention.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 2

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Renfrew Riverside Masterplan (Renfrewshire Council) 1.12

Renfrewshire Council produced a Masterplan document for the study area which was approved by the Planning and Development Policy Board in June 2003 - this masterplan sets out the Council’s own aspirations for the study area. It draws heavily on previous work carried out by David Lock Associates on behalf of CSC, Renfrewshire Local Plan (June 2002) and extant development proposals at that time. It also sets out the Council’s wish to integrate new development with the Renfrew Town Centre and to ‘regain the riverside for public enjoyment’. The consultant team have drawn heavily on the ideas behind this document.

Work Programme

1.13

The work programme for this first stage of the study comprised four stages: • • •

•

realm analysis consultation with the local business and residential community as well as with the client group

The second stage of the study has included: • • • •

•

client workshop the development of a place strategy traffic management and parking proposals a unifying open space strategy including Clyde Waterfront spaces design briefs/guides for Renfrew Village, Macfarlane area and intersection of Kings Inch Road and Andrew Avenue costed public realm proposals and early action initiatives proposals for new development opportunities

•

additional traffic modelling

•

recommendations for related work

• •

Structure of the Final Report 1.14

The report is in eight sections: • • •

• • • • •

Section 2 contains a summary of critical issues Section 3 is a review of the principles guiding the various strategies and projects Section 4 is a description of the integrated spatial strategy for the study area incorporating the urban design framework, movement strategy and open space network Section 5 describes design briefs and development guides for specific parts of the study area Section 6 is a description of traffic and public realm proposals for Renfrew Town Centre Section 7 sets out information on the costs and implementation of public realm proposals Section 8 describes the next steps – both in terms of process and projects Technical Appendix by Martin Stockley Associates

a commissioning meeting which gave the client group an opportunity to communicate their goals and aspirations for the study a review of reports and policy documents traffic appraisal, urban design and public RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 3

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

2 critical issues 2.0

are ‘through’ trips. Between peak travel times, the vehicle flows are lower, and more of the trips are local with Renfrew itself being the destination.

Summary of Critical Issues Traffic modelling and results

2.1

2.2

Traffic is a central issue in the functioning and long term potential of the area. To appreciate the current context, roadside interview surveys have been carried out on the four network roads for traffic entering Renfrew from each direction.

This has confirmed our understanding of traffic movements into and through Renfrew, and how this changes throughout the hours of the day.

It also has provided input data for the traffic microsimulation model (‘Paramics’) used as a tool for the study, to test proposals in peak travel times. This is described in detail in the Technical Appendix.

The general trend of the RSI surveys has shown that the AM peak hour movements on Inchinnan Road into Renfrew are regional – typically trips from Erskine and Bishopton through Renfrew to destinations beyond such as M8/A8 corridor and central Glasgow. This movement tends to be reversed in the PM peak hour, confirming the tidality of these regional movements. It is estimated that about 60% of these movements

2.3

Paisley Road (south), Glasgow Road (east), and Kings Inch Road (north) show less tidality than Inchinnan Road, and the movements are more local.

2.4

Figure 2.1 (context) shows the regional road network affecting Renfrew. At present the peak hour traffic volumes west-east are relatively significant through Renfrew town centre (Inchinnan Road-Hairst Street-High Street). This is currently the only obvious route for these regional movements, and this is perceived as having a detrimental effect on the quality of the town centre environment. The development of the riverside area will make this effect more pronounced.

2.5

Traffic modelling of the existing condition (the ‘base’ model) clearly identifies these movements during peak periods, and within the accuracy of the model itself, traffic flows and speeds in Renfrew.

There are key ‘rat-run’ routes identified in the study brief – Bell Street (Inchinnan Road-Ferry Road, avoiding Hairst Street); Cockels Loan/Sandy Road

(Paisley Road south-Glebe Street, avoiding Paisley Road north). These movements are demonstrated in the base model. There is a desire to reduce network movements on these routes through residential areas, particularly Bell Street in the centre of Renfrew.

2.6

A masterplan for the Renfrew Riverside area developed

by CSC Ltd in consultation with Renfrewshire Council, is defined in an outline planning application to the council, together with a Traffic Assessment on behalf of CSC Ltd. Committed development proposals as agreed with Renfrewshire Council in December 2003 and refined in April 2004 have been modelled using trip generation data from the November 2003 CSC Traffic Assessment. A traffic management strategy for Renfrew town centre has emerged from the modelling which builds on three key principles: 1

to encourage ‘through’ traffic to use alternative routes in the wider area network rather than Renfrew town centre

2

to create a traffic calmed core that slows traffic, creating an improved environment for pedestrians and discouraging rat-running whilst retaining good access to the central commercial area

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 4

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 2.1 Context

3

to ease the flow of traffic through the Hairst Street/Inchinnan Road/Glebe Street/Paisley Road junction through the incorporation of a doublemini roundabout

2.7

Growth in traffic volumes due to the committed development in the Riverside area is significant and has been modelled in two phases - 2009 and 2015. Traffic patterns within the master-planned area are broadly consistent with that shown in the TA. The long term increase in traffic volumes within the town centre as a direct result of this committed developments, generates slower journey times at peak times of the day, as would be expected. The commercial and leisure developments contribute most to this increase in traffic, and access to and from these developments along the eastern end of Kings Inch Road and into the M8 corridor should be actively encouraged, rather than through the town centre.

2.8

Provision of a North Renfrew Relief Road has been modelled as a long term option, and is shown to reduce traffic volumes and therefore journey times through the town centre, although the effect would appear to be marginal.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 5

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

2.9

Land Ownership and Development Process Most of the land within the Renfrew Riverside development area is owned by Capital Shopping Centres (CSC), Clydeport or other private interests.

Renfrewshire Council does not own significant areas of land in the immediate riverside area although it does have important land holdings in the transition zone between Renfrew Town Centre and the Riverside, around Station Road, east of Ferry Road and the allotments. Unlike some comparable situations, the Council is therefore not a full participating development partner in the Riverside development – rather its involvement is primarily a regulatory role with respect to planning and transportation . It is therefore challenging for the Council to establish a vision for the area when it is so dependent on the interests and aspiration level of key landowners and developers.

investment, together with the traditional centre of Renfrew, it has the potential to: • • • • •

2.11

Although this is the potential – and lies behind much of thinking – there is a need to address low aspirations and expectations. There is a risk of accepting any development, simply to secure a basic share of the current wave of investment. This would present a risk to the local community.

2.12

As places compete increasingly for investment, the quality of place is central to the locational decisions of residents, businesses and investors.

As the standards of design continue to rise across the UK – and notably elsewhere in central Scotland – Renfrew must position itself positively so that

Realising the potential 2.10

Despite these constraining parameters, Renfrew Riverside affords the potential to transform a once disconnected part of west central Scotland by plugging positively into the momentum of a major national project. Building on the combined momentum of Braehead and Clyde Corridor

build a strong, sustainable mixed use community re-connect the residential community to the river corridor create distinctive new places and neighbourhoods establish a distinctive and re-vitalised town centre put the area back on the map as a positive place to live, work and visit

it does not lose out in terms of quality to other competing locations.

2.13

Therefore the approach to this Riverfront Strategy has been to raise aspirations and seek to position both Renfrew’s reclaimed Riverside Corridor, and the Town Centre, as distinctive places, appropriate for the 21st century. This is not an unrealistic aspiration – quality residential neighbourhoods have been built at Irvine Harbourside and at Crown Street, using strong place-making concepts to coordinate development.

2.14

Part of the objective of the outputs of this work must be that raising of standards to ensure the places created from a wave of development will serve the people of Renfrew well for many decades to come.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 6

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

3 principles Introduction 3.1

Zeeburg: waterfront housing

To address the issues identified above and meet the brief, we have evolved proposals in an iterative fashion – testing ideas, options and different elements for their effectiveness. To guide us we have set a number of directing principles, drawn from good practice in the creation of sustainable places. The four principles are • • • •

Greenwich: sustainable housing

3.2

sustainability mixed uses and roles connectivity and choice diversity of identity & sense of place

Sustainability Given the large number of mistakes we have made in planning, design, development and maintenance of communities and neighbourhoods over the last half century, there is a need to create solutions which are going to endure more successfully across generations, minimising the adverse impact upon the environment, and also reducing the need for retro-fit repair after a decade or two.

We consider the sustainability strand needs to be applied through

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 7

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Zeeburg: waterside urban grain

a) Creating a layout grid which is distinctive, robust and flexible enough to accommodate change within its constituent land parcels. b) Establishing a street, urban block and plot grain which also allows for evolution, and future redevelopment over time. This means having a flexible range of land parcels – and not just concentrating on a restricted range of what might be aspired to at the present.

Leith: contemporary design in a Scottish context

c) Creating layouts of uses which minimise the needs for unnecessary travel, but provide positive options for alternatives such as walking, cycling and public transport usage. d) Incorporate positive environmental components to address water drainage, flooding possibilities, and elements of greenery, biodiversity and wildlife e) A strong push for sustainable construction and energy efficient buildings – such as high BREEAM ratings and Eco homes. This is necessary both for global environmental reasons (low carbon emissions) and social equity (low running costs) and RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 8

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

competitiveness (other places are moving ahead on this, presenting a threat to Renfrew).

3.3

3.4

Mixed use and roles The area of study and prospective new development is a significant one, particularly in terms of its scale relative to existing parts of Renfrew. As already identified, there is a risk of monoculture evolving from the segregation of different use zones across this large area. We believe that it is important to mix uses as much as possible on a compatible basis. This means having different uses close to shops and services to increase liveability - particularly important in regenerating residential neighbourhoods.

This does not mean that all areas and activities are to be chaotically mixed up, nor that there should be problematic conflict, such as housing above night clubs! However there should be as much complexity as the underlying form can sustain.

There will in each area tend to be one or more lead uses, with some supporting ones. However it is the supporting ones which often make the difference, For instance, it is the schools, crèches and shops that can make a residential area much more desirable and liveable for all concerned.

3.5

Connectivity Linked to the diversity of roles is the need to provide choice in movement, particularly along the theme of reconnecting the Renfrew community to the River Clyde. In recent times the main connections have tended to be in a southeastnorthwest direction, parallel to the Clyde. This has reinforced the sense of multiple barriers and limited connection to the main artery of the West of Scotland.

3.6

The evolving development affords a major opportunity to enhance these connections through the development of a new lattice. It is important that it does not just focus on the Renfrew Ferry village area, as this will not be a significant progression for the past. New routes and choices are essential, particularly from the town centre, but also elsewhere.

3.7

Therefore an intensity of urban grain incorporating movement choices by different modes – as well as interesting views and routes – must be seen as a guiding principle to avoid a replication of barriers and a sterile identity.

Bristol Harbourside: mixed use

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 9

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

3.8

Diverse identity and sense of place Bearing in mind both the scale of space and potential volume of development, the risk is in providing a very standardised and homogeneous development with limited diversity and identity.

This would be negative in both urban form and market terms – by limiting the different occupier/ user markets to which the area would appeal.

3.9

Therefore the approach has been to consider a variety of ways in which identity can be created and sustained. These include different types of public realm elements – parks, avenues, squares, water – as well as different types of development parcels and layout. By pursuing this more heterogeneous approach we consider it will enhance the richness of the Renfrew Riverside scene, create a greater variety of specific development opportunities and build in more value for the long term.

3.10

These overarching directional principles have informed our approach to the • •

Old and New Waterfronts: Oslo (left) Rotterdam (right)

Spatial Strategy and Detailed components and sub areas.

These are set out in detail in the following sections.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 10

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

4 spatial strategy 4.1

The spatial strategy consists of three inter-related components: • • •

urban design framework and place strategy movement strategy open space strategy

Urban Design Framework and Place Strategy 4.2

The Baseline Report proposed that a Place Strategy (Fig 4.1) be set in place to guide and target investment in the public realm according to an agreed hierarchy of nodes and focal points.

The report included a sketch proposal for such a strategy as a starting point – since then the proposal has been developed to take into account: • • • •

4.3

the development fixes described in 1.4 the need for a richer and more varied pattern of places more direct and numerous connections with the riverside a mixed use environment with high levels of street activity

The starting point for this strategy is a structure that blends the above requirements with the study

areas assets and incorporates the principles set out in Section 3. The place strategy also has to be realistic in terms of development pressure, land parcels and plot size. It must also form the basis for design and development briefs for specific parts of the study area. The following paragraphs describe a transition from the emerging ad hoc layout to a framework which can be used as the basis of a place strategy.

4.4

Stage A: the current situation Fig 4.2 shows the diagrammatic form of the current proposal for the general riverside area. The focus on Kings Inch Road, land ownership and large development parcels creates a development pattern which emphasises an east-west axis - rather than a north-south axis which would more naturally link Renfrew Town Centre to the waterfront. The layout is characterised by: • • •

Fig 4.1 Initial Place Strategy Configuration (from Baseline Report)

4.5

minimal connections absence of urban grain no clear sense of identity or place

Stage B: the Renfrewshire Council Masterplan Fig 4.3 shows the form of the development grid set out in the approved Masterplan for the study area.

This framework is superior to the current situation and has more emphasis on smaller development plots and the creation of streets. The Riverside Park is larger, more accessible and has better connections with its surroundings. The framework has: • • •

improved connections an emerging grain place identification, albeit limited

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 11

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.2 Stage A: current situation

Fig 4.4 Stage C: structuring grid

Fig 4.3 Stage B: Renfrewshire Council Masterplan

Fig 4.5 Stage D: an urban design framework

4.6

Stage C: a structuring grid Fig 4.4 shows a proposed development framework clearly based on streets. (With the exception of the X-scape development which is apparently committed at the time of writing). The framework breaks down the dominant east-west emphasis of Kings Inch Road, overlaying a series of distinct north-south connections between Renfrew Town Centre, the waterfront and the open space corridor along the south boundary of the study area. The framework has: • • •

increased connections flexible grain matrix place options

The dimension of the basic grid have been calculated from a scale comparison of development blocks and plot sizes taken from a variety of Scottish locations – old and new – including Glasgow tenemental layouts, the highly regarded Crown Street development in Gorbals and Dowanhill in the West End of Glasgow (Fig 4.6). The grid is also based on the junctions and layout shown on the latest drawings available for Kings Inch Road as well as the current design for Riverside Park.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 12

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.6 Scale Comparisons

4.7

Stage D: an urban design framework Fig 4.5 shows an evolution of Stage C, overlaying the dominant grid with a series of diagonal streets linking places and creating a series of linked spaces of varying character.

• • •

choice of connections rich urban grain matrix variety and hierarchy of place options

4.8

These place options and connections are shown in Fig 4.7 together with the translation of the development framework into new development forms. The importance of linkages between Renfrew Town Centre and the Riverside is shown in Fig 4.8 and it is considered that the development of these and the improvement of existing streets should be a priority.

4.9

In addition to the structuring framework, nodes and connectors which make up the place strategy, there is a presumption in favour of mixed use throughout the area but especially in the Ferry Village area and along the Ferry Road and the Station Road connections to the Town Centre. The aspirations of the client group to

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 13

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.7 Theoretical Place Options and Connections RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 14

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.8 Conceptual Town Centre to Riverside Connection

create urban quarters with diverse identities and a new high quality waterfront which will be a destination cannot be served by solely residential developments or by a ‘traditional’ business park.

It is appreciated that the Council may already have given outline planning consent to what is essentially a proposal for a series of conventional single use zones rather than a true mixed use development. However this foregoes the main benefits of integrated mixed use - sustainability, vitality, safety and security.

4.10

Mixed use, especially around the nodes and focal points of the place strategy can also generate variations in building style – either through the retention of existing buildings or new contemporary styles. Ferry Village is an ideal location in which to put these ideas into practice.

A combination of new residential development, with business and leisure uses, combined with the retention and encouragement of some of the maritime activities on the site, could produce an exciting riverside environment which would be unique on the Clyde Waterfront. (Fig 4.9)

Fig 4.9 Comparative Theoretical Frameworks: Mono Use (above) and Mixed Use (below)

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 15

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.10 Conceptual Vehicular Movement Strategy

Movement Strategy 4.11

Vehicular Movement Strategy: Figure 4.10 shows the proposed vehicular movement strategy for Renfrew comprising: a) a 20mph regime across the whole of Renfrew Town Centre b) improved connections between Renfrew Town Centre and Renfrew Riverside c) introduction of Pedestrian Priority Zones in Renfrew Town Centre and Ferry Village d) traffic calming measures through sensitive residential areas around Renfrew Town Centre

4.12

There is a perceived problem of traffic congestion in the town centre. Discussions with Renfrewshire Council have confirmed that there are opportunities on the wider area road network to encourage a significant proportion of the peak hour ‘through’ traffic to use alternative routes to Renfrew Town Centre (refer to Technical Appendix).

A change in these regional traffic patterns is sought, to facilitate significant improvements to the heart of Renfrew’s civic centre. This is to be achieved using signage at strategic locations on the road network, together with traffic calming measures that slow traffic and ‘signal’ the changed regime in the town centre core area.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 16

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

4.13

The proposed town centre ‘core’ area is defined on figure 4.10 (also refer to Technical Appendix).

There are three main types of traffic calming measures that can be deployed in different combinations, depending on the specific function of each location: • • •

legal measures: eg instituting the 20mph zone - enforceable by law notifying/informing measures: ie signage static and/or dynamic physical measures: subliminal/indirect (texture, surface colour, banding, flashing lights) and direct and enforcing (eg speed tables) These measures will promote a long term behavioural change for vehicular meovements approaching the town centre.

4.14

The objective should be however, to use the minimum possible number of visual cues whilst ensuring the correct behavioral response.

Simplicity and clarity are key; it is important the treatments are sympathetic to the surrounding townscape and do not add unnecessary clutter or visual distraction to the street-scene.

4.15

There are four key categories of traffic calming locations in the proposed town centre core area (see Figure 4.11) and the measures proposed for each case are as follows: Primary gateways - entrances to the 20mph zone on major arteries: • • •

bands of textured paving to forewarn motorists of the approaching changed regime localised road narrowing, potentially reinforced with tree planting 20mph signage

Secondary gateways - entrance to 20mph zones on secondary streets: • • • •

bands of textured paving to forewarn motorists of the approaching changed regime zebra crossing with belisha beacons if indicated by pedestrian desire lines localised road narrowing, potentially reinforced with tree planting 20mph signage

School Zone - main approach to Newmains Primary school where traffic needs to be calmed, especially at peak school in/out times • zebra crossings with belisha beacons if indicated by pedestrian desire lines • speed table with textured paving at key junctions • coloured carriageway surface along entire school block to indicate distinct ‘school zone’ • localised road narrowing • flashing 20mph/school signage (potentially used at peak school in/out times as reinforcement) Rat-run deterrent - routes that require to be made inconvenient, to deter rat-running • speed table with textured paving at key junctions • zebra crossings with belisha beacons if indicated by pedestrian desire lines It is important that the detailed design of these areas should be worked up in conjunction with the street parking arrangements and take cognisance of the language of finishes proposed for the pedestrian priority area centered on Hairst Street.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 17

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.11 Town Centre Traffic Calming Hierarchy

4.16

Car Parking Strategy: The baseline report identified the need for additional short stay parking in easy reach of the town centre shops and businesses.

It also identified the need to improve the quality of the three existing town centre car parks. The proposed strategy is summarised below and is shown on Figure 4.12. The principle components are shown below: f)

Provide approximately 100 new public street parking spaces within the town centre, on Hairst Street, High Street and Canal Street.

These will be a combination of parallel and 45o parking spaces. g) Maintain public street parking along Muir Street, Fulbar Street, Wilson Street, Houston Street, Renfield Street, Ferry Road and Station Road. h) Limit parking times on these public street parking spaces, up to 30 mins or even one hour - pending further discussion with Renfrewshire Council. i) The Council might wish to consider levying a charge or introducing a permit system for these town centre parking spaces. j) Bell Street, Fulbar Lane, Orchard Street and RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 18

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.12 Town Centre Parking Strategy

other residential streets should primarily provide street parking for residents only. This needs further discussion with the Council. k) High Street, Canal Street and Muir Street car parks need to have their status raised, and be restricted to short stay parking, probably up to two hours. The Council might want to consider levying a charge for these car parks. l) Signage describing town centre parking is introduced at key entry points into Renfrew.

This signage should describe the location of the three public car parks, and the public street parking available to visitors.

4.17

Improvements to the three car parks should aim to signiďŹ cantly improve their quality and security, making their use more desirable. This might comprise new surfacing, lighting, ticketing, and information points.

4.18

Although not described as part of the town centre parking strategy, public street parking should be encouraged on Ferry Road, the extension of Station Road and other local strategic roads in the Riverside area. Street parking should not be provided on Kings Inch Road, however it should be provided on the parallel local access roads.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 19

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.13 Pedestrian Movement Strategy

4.19

Surface level public parking should be provided on the new street along the riverside itself and at Ferry Village, both of which will become attractive destinations.

4.20

Pedestrian Movement: Figure 4.13 summarises the pedestrian desire lines north –south to the Riverside itself – a key destination. Key to this is the softening of the barrier to movement along the line of the overhead power lines. Opening up of the Pudzeoch as a land drainage channel and public amenity aids this. This grid is permeable to pedestrian movement and allows easy movement on foot across Renfrew as a whole.

4.21

LRT: There is a plan to provide an LRT route along Kings Inch Road. The town centre will naturally extend north along Ferry Road access towards Ferry Village in time. At the Kings Inch Road/Ferry Road junction, an important new ‘place’ as well as road junction is to be formed. It seems appropriate for the LRT terminus to be located there.

Open Space Strategy

4.22

The aims of the open space strategy are to:

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 20

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.14 Open Space Strategy

• • • • • •

4.23

create a strong sense of place and neighbourhoods of distinct character capitalise on the existing landscape and environmental assets of the site create a network of diverse spaces that provide high quality, rich and varied environments provide the necessary range of leisure and recreation opportunities required by residents and visitors help to link the old and new towns and the riverside optimise opportunities for biodiversity

Riverside The riverside is arguably the main environmental asset of the site, central to the history of Renfrew and a defining part of the identity of the town.

The river edge is a natural destination and the combination of green, soft areas and hard, industrial areas is inherently interesting and intriguing, and can be capitalised on to benefit future developments. There is an opportunity to develop this rich riverside environment by: • •

retaining and expanding on the intricate, indented nature of the river edge creating a generous and continuous public

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 21

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.15 Proposed Flooding Measures (information from Renfrewshire Council

• • • •

4.24

4.25

space and route along the river varying the arrangement of buildings and streets along the edge to create a sequence of different landscape and townscape experiences allowing motorists to drive along parts of the water’s edge and park to look out at the water extending the public green space character of Ferry Green developing the dense, urban, industrial character at Ferry Village to create a distinct ‘place’ around the harbour

New Pudzeoch The boundary between the existing town centre and the proposed extension area is presently occupied by areas of woodland and scrub that have grown up on abandoned industrial plots and along a major power line wayleave. The green space coincides with a now culverted burn and the Pudzeoch - a canal that linked the harbour area with the town centre.

It is proposed that the green space is retained and developed as a public open space running along the interface between the existing and new residential areas, with a water feature - a new Pudzeoch - as its central feature. This space would become a major focal point of activity for

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 22

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

all residents of Renfrew, incorporating intensively used public parks with play and sport facilities and informal, wooded parkland for more casual use. A continuous green corridor and pedestrian routes run along the canal, linking Ferry Village to Station Road and residential areas to the south.

4.26

4.27

4.28

4.29

Provision is made for allotments within the canal green space, coinciding with the location of the existing Ferry Road allotments. The site represents an equivalent area to the current allotments but in a slightly different configuration to accommodate adjacent development.

Green links A number of green corridors link the Pudzeoch green space to the riverside. These are, in the main, residential streets, generously proportioned and lined with trees. They form green axes that emphasise key desire lines linking the town centre and the riverside. To aid legibility and give discrete areas a distinctive identity, variations are built into the sequence of spaces on the axes. These are formed by varying the character of the avenue planting and occasionally rerouting the axes around small public or semi-private green spaces.

4.30

4.31

Other open space Other categories of open space include hard urban spaces, private gardens and business space courtyards.

Hard urban spaces such as small plazas or squares will be created at key nodal points in the densely built up and commercial parts of the development.

These will perform a similar social function in the extension area that incidental urban spaces do in the town centre; they should be places that form focal points of activity, where different sections of the community come together, where residents mingle with visitors or socialise with neighbours.

All residents of the extension area will have access to private or semiprivate garden space.

The more densely built up residential blocks may have communal garden space or a combination of shared and private open space, whereas in lower density parts of the development, individual houses will have their own front and back gardens.

Where there is office development, the centre of development blocks will be treated as semiprivate and used for parking and/or courtyard gardens.

4.32

4.33

Provision of public open space The extension area is conceived as a series of genuine urban neighbourhoods containing the full range of uses, facilities, places and spaces that would be found in a traditional urban area. The potential development of over 2000 residential units requires the provision of a complex range of open space and leisure facilities to meet the recreational needs of the resident community as well as those of people visiting from further afield.

The brief for the Riverside outlines the type and quantity of open space and refers to modified NPFA standards. Using the estimated number of dwellings in the extension area as a starting point and the recommended multiplier, the requirements for open space are calculated as follows: • •

estimated number of units: 2161 estimated population: 2161units x 2.27(multiplier) = 4906 population

Assuming a population of 4906/ NPFA/RDC requirements Outdoor play space total: 11.76 ha Outdoor sport component: 7.84 ha Children’s playing space component: 3.92 ha

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 23

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

4,34

The public open space component of the proposed plan is broken down into a flexible and diverse hierarchy of spaces that can accommodate a broad range of active and passive uses, including the levels of sport and play facilities required by the NPFA standards. The main areas of public open space are as follows: • • •

4.35

4.36

• • • 4.37

Local Play Areas should be integral to blocks of housing where accessible, safe and overlooked sites can be allocated for play areas for smaller children. The grain of the proposed grid lends itself naturally to the arrangement of small play areas within or at the edge of built blocks, at intervals that fit the required 100m walking distance.

4.38

The recommended distribution of this open space and play provision is shown on Fig 16 - 18 on the following pages.

Public parks: approx 12 hectares Semi-public gardens: approx 2 hectares Canalside spaces: approx 6 hectares

Additional open space is provided in hard urban spaces, private gardens, semi private/commercial backcourt areas and allotments.

Provision for play The NPFA standards also stipulate requirements for children’s play and identify 3 main categories of play provision - NEAPs, LEAPs and LAPs - which address the different play requirements of different age groups.

Using the recommended walking distance criteria, the proposed open spaces fulfil the requirements as follows:

King’s Inch Park: combined NEAP and LEAP Pudzeoch North/Station Road Park: LEAP Pudzeoch South Park/Merlinford Park: LEAP

4.38

The Composite Framework Fig 4.19 is a conceptual diagram which shows how the elements of the strategic framework could work in practice. This should not be view as a fixed masterplan - this was not part of our remit - but as a schema which can accommodate substantial levels of change.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 24

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.16 Notional LAP Distribution

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 25

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.17 NEAP Distribution

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 26

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.18 LEAP Distribution

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 27

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Fig 4.19 Composite Conceptual Diagram

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 28

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

5 design guidance + development briefs 5.1

The spatial strategy set out in the previous section identified areas which should be the focus of investment in public realm and the subject of specific treatment through design briefs and guidance:

5.2

It also identified structuring elements of the public realm network which require specific design guidance if the developing proposals for the Riverside are to be logical, understandable and of consistent quality.

5.3

The spatial strategy also identified areas where more specific guidance should be imposed on new development. These are: • •

5.4

Ferry Village the Station Road area

Principles for Quality Public Realm The vision for the Renfrew Riverside urban extension area is to create a fully integrated addition to the existing town centre that builds on the town’s existing strengths as a place with a robust townscape and distinct identity. The extension area is intended to become a series of genuine urban neighbourhoods containing the full

range of uses, townscape and landscape qualities, and sense of place normally found in successful urban and residential areas.

above: Unter den Linden, Berlin below: Barcelona

5.5

Designing public realm is about creating places for people and activity, as truly successful urban spaces are used spaces - spaces that people take ownership of and where they choose to visit repeatedly because it is somewhere comfortable, where they feel safe and where things happen, and where there are things to do or look at, that they enjoy.

5.6

Research has shown that popular streets and public spaces tend to have certain characteristics in common, some of which are physical, others of which are more perceptual in nature. For example, they are usually: • •

•

freely accessible and well connected to surrounding areas versatile and active, with a range of uses and activities, emanating from within the space itself or from the immediately adjacent area (as an empty space is often perceived to be an unsafe place) conspicuously inclusive, with an inviting

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 29

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

•

5.7

quality that encourages people to gather in the space, to socialise and bring friends to the space safe, clean and attractive; comfortable to linger in and reflecting a positive image

and detailing of different streets should come from such factors as the adjacent architectural context, the history of the street (if any), surrounding uses, the scale of the street and its orientation.

There is an opportunity to create a unique townscape character in the Riverside extension area through a sensitive and creative approach to the public realm. Although detailed design of the public streets and spaces across the extension area will vary considerably, a number of overarching design principles will apply throughout:

5.10

above: Celebration below: Paris

5.8

5.9

Sense of place It is important that streetscape treatments complement the enclosing buildings to create a cohesive and distinctive sense of place. The legibility of the area (the ease with which people can find their way about) will be improved where the hierarchy, character and identity of different streets and spaces is clearly articulated.

It is important that a degree of cohesion throughout the extension area is achieved, but not at the expense of the unique identities of individual spaces and streets. Cues for the styling

5.11

Simplicity and complexity The role of the public realm is as a setting - for the built townscape and for the activity brought to it by people passing through or spending time there.

Generally, public realm should not be considered as an attraction in its own right and therefore should not be overly obtrusive or decorative. The emphasis should be on the use of robust, high quality materials, well detailed, properly laid and meticulously maintained.

Colour and interest should come from the activity in the space. The arrangement of doors, windows, pathways and nodal points should be planned to maximise animation along the boundaries of streets and spaces. Spaces themselves should be designed to be versatile and accommodate a wide variety of activities in a flexible way. Overlycontrived or simplified arrangements of spaces and buildings can reduce the potential for the richness that comes from accidental coincidences and unexpected juxtapositions. This is especially

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 30

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

important in the Ferry Village area where a long history of incremental and seemingly chaotic development has created a place with an especially distinct and appealing character.

5.12

Animation The public realm is more than a place people pass through; it is where people go to see and be seen, to socialise, to play, take exercise or be entertained.

Increasing the footfall in the public spaces of the new Riverside and increasing the level of animation generally is an important objective of the design of the public realm. Key methods for maximising activity include: • • • • •

Animation: Via Condotti, Rome

5.13

Quality It is essential that quality is an underlying goal for all public realm works. The aspiration for high quality should apply equally, whether considering overarching strategic issues, detailed design, workmanship or aftercare. The need for quality should always take precedence over quantity – where budgets are constrained, the focus should be on doing small areas as well as possible, rather than large areas to a lower standard.

Piazza Caiazzo, Milan

promoting a complex mix of uses in the surrounding area ensuring that the edges that enclose the streets and spaces are as transparent and active as possible ensuring that spaces are safe and comfortable creating public spaces that are a draw in their own right - passive and informal or specific facilities or attractions developing a programme of celebrations or events that attract people from within the area and beyond RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 31

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

5.14

5.15

5.16

5.17

PUBLIC REALM COMPONENTS The key public realm components include paving, lighting, street furniture and public art. Broad guidance on the selection and placement of these within the Riverside area is outlined below.

Paving The floorscape should generally be visually recessive to surrounding buildings. It should be kept simple to act as part of the setting for the buildings and a ‘stage set’ for the people and activities that occupy it. In general, paving patterns and textures should be minimised and used only where important to highlight spatial qualities or patterns of use in the space.

Historic stone paving or other artefacts should always be protected and where they exist, adjoining new paving should be selected from colour ranges that will tone with the traditional materials.

Paving materials may include stone, high quality pre-cast concrete slabs, poured concrete and stabilised grit; other materials such as timber, glass or metal may have a role as embellishment or trim over very small areas. High quality asphalt is a functional and appropriate finish for most

High quality paving, Rome

carriageways. Small scale concrete or clay units are unlikely to be appropriate in any public street or space.

5.18

5.19

5.20

As paving laid in a grid tends to highlight any irregularity in the surface, slabs should be generally be rectangular and laid with staggered joints.

Street furniture The primary objective should be to provide amenity whilst minimising clutter. In particular, the unnecessary duplication of elements should be avoided so, for example, walls should double up as seats, signs, lighting and security equipment should be mounted on single poles and parking regulations should be fixed to walls or bollards.

Street furniture should be selected to complement the patterns of use and architectural surroundings of individual spaces, but it is desirable at the same time to retain a degree of cohesion throughout discrete neighbourhoods. Although different styles of furniture may be used, cohesion can come through a consistent approach to the design quality and siting of the furniture as well as the use of a restricted palette of colours.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 32

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

5.21

5.22

Styles of furniture should be selected that are contemporary but that will stand the test of time; where overtly ‘fashionable’ furniture is considered desirable, it may need to be considered as having a restricted lifespan (ie it may need to be replaced after 5-10 years). ‘Permanent’ furniture should be of a ‘classic’, timeless design. In all cases, robustness and quality of design and construction are as important as style.

5.23

Lighting The creative use of lighting, both functional and aesthetic, can make a substantial impact on the character and ambience of urban areas, whilst significantly improving the sense of safety.

Throughout the scheme, the lighting design should aim to provide a level and colour of light that improves amenity for pedestrians, rather than exclusively for motorists. Lighting should be used in a versatile and innovative way to:

5.24

• • •

highlight landmarks or other special features extend the hours of commerce by creating a safe and attractive evening ambience develop a stronger identity for distinct neighbourhoods, streets or spaces

Above: Katarina Bangata, Stockholm Below: Central Park, New York

5.25

As well as conventional street lighting, innovative lighting should be considered for localised areas including, for example, lights set into the floor surface, uplighting of trees or building elevations, down-lighting of shop signs or lighting projected onto gable walls. In key public locations provision for temporary festive lighting for special occasions should be integral to the design.

Planting Shrub planting can be unattractive over the winter months and costly to maintain in the sort of condition that is appropriate for high profile urban areas. Generally, combinations of grass, hedges and street trees are more successful in forming appropriate landscape types, bringing useful elements of scale, greening effects, and seasonal variation to hard urban areas.

Street trees should be used in a structural way - ensuring that species have a bold and even shape and are neither too small nor delicate for the surrounding context. The trees should always be planted in pits in the ground rather than in planters. Species should be selected not only for their form and colour but also for their nature conservation potential.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 33

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

5.26

Art/features Public art should not be seen as ‘decoration’ but as a means of contributing to the cultural significance of a place, reinforcing a sense of identity or image, and increasing the sense of community ownership.

For this reason, and to ensure that it contributes to the wider urban design objectives for design quality and integrity, public art initiatives should be integral components of wider community, architecture or landscape projects.

Far Right: Miro, Barcelona Below: Pony, Bilston, West Midlands Right: Southport

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 34

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Street Typologies

STREET TYPOLOGIES 5.27

The public realm network has been defined as a series of distinct street typologies, each with specific design parameters. They are described under the following headings: • • • • • • •

Green quayside edge Urban quayside edge Primary urban link Ferry Village streets Primary green link Secondary green links Other links

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 35

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

GREEN QUAYSIDE EDGE 5.28

5.29

5.30

Description: This is a broad, linear space along the waterfront, lined along the southern edge with 4 storey buildings. The generous width of the space ensures that this north-facing space gets as much daylight as possible.

This is a busy, active public place where local residents come to look up and down the Clyde and take a stroll, mingling with long-distance cyclists and motorists who have parked to eat their sandwiches whilst taking in the view.

The space develops a landscape type found at Ferry Green; it has a green character but is wellmaintained to create a park-like environment.

The trees provide an intermediate scale between those of the pedestrians and the tall buildings, whilst filtering views of the far bank for residents.

The broad sweep of grass and trees is pastoral in character and attracts insects and birdlife to the riverside.

Key design parameters: Green Quayside Edge Building to water’s edge width

Min 20m

Footways

2.5m wide next to buildings; 2m wide between parking strip and grass Flexible granular surface (eg stabilised grit) or medium-scale manmade flags

Carriageway

8m total, made up of 5.5 circulating space and 2.5 for single row of parallel parking 10mph speed limit, High quality asphalt

Cycle route

Share with vehicles/on carriageway

Street furniture

Minimal, Small quantity of seating Street lighting to be kept to south side of carriageway to avoid glare obscuring pedestrian’s view to the water

Trees

Located in grass area between river and roadway, Medium to large deciduous tree species

Other planting

Potential for spring bulbs

Other features

2m ‘buffer’ zone along building frontage to enhance privacy and allow for building protrusions such as balconies, canopy structures etc Existing riverbank vegetation to be retained for habitat value

Maintenance requirement

High Grass to be high quality, regularly mown

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 36

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Green Quayside Edge

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 37

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

URBAN QUAYSIDE EDGE 5.31

5.32

Description: This is a robustly detailed, hard quayside space which draws upon the historic industrial character of the harbour area. This will be a busy and colourful place with a mix of uses in the adjacent buildings that will bring life to the area during the day and well into the evening. Local people and visitors will spend time here, coming to the ferry, looking at the boats moored in the inlets, visiting the shops and people-watching in the cafés along the water’s edge.

There will be a continuous pedestrian and cycle route along the length of the harbour edge. Parts of the quayside will be pedestrian and cycle only; vehicles will have access to other parts.

Pedestrian only quayside Key design parameters: Urban Quayside Edge Building to water’s edge width

7-10m

Footways

Flexible granular surface (eg stabilised grit) or small scale stone flags

Carriageway

n/a

Cycle route

Share with pedestrians

Street furniture

Minimal amount of permanent furniture Seating can be integral to other features such as stanchions, walls etc Robust materials required, such as stone, cast iron or large scale timbers Atmospheric pedestrian-scale lighting required, eg strings of lights along the water’s edge or attached to buildings

Trees

None/only in adjoining lanes or courtyard spaces

Other planting

Potential for property owners to set out seasonal displays in containers or in window boxes

Other features

Large scale, robust details are required, drawing upon the character of historic artefacts where appropriate In places, 3-4m strip adjacent to buildings allocated for shop displays (eg books, produce etc) or café tables Sensitive, attractive design of shopfronts and signs required

Maintenance requirement

Street cleansing would be a priority RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 38

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Urban Quayside Edge: pedestrian only

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 39

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Combined vehicle and pedestrian access Key design parameters: Urban Quayside Edge Building to water’s edge width

12-20m

Footways

Flexible granular surface or small scale manmade or stone flags

Carriageway

High quality asphalt or small scale stone units

Cycle route

Share with vehicles

Street furniture

Minimal amount of permanent furniture. Seating can be integral to other features such as stanchions, walls etc. Robust materials required, such as stone, cast iron or large scale timbers Atmospheric pedestrian-scale lighting required, eg strings of lights along the water’s edge or attached to buildings

Trees

None/only in adjoining lanes or courtyard spaces

Other planting

Potential for property owners to set out seasonal displays in containers or in window boxes

Other features

Large scale, robust details are required, drawing upon the character of historic artefacts where appropriate No change in level between pedestrian and vehicle zones; flush surface throughout In places, 3-4m strip adjacent to buildings allocated for shop displays (eg books, produce etc) or café tables Sensitive, attractive design of shopfronts and signs required

Maintenance requirement

Street cleansing would be a priority RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 40

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Urban Quayside Edge with vehicular access

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 41

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

PRIMARY URBAN LINK 5.33

5.34

5.35

5.36

Key design parameters: Primary Urban Link

Description: This route is the main road linking the existing town centre to the eastern part of Ferry Village and the residential neighbourhoods in the main part of the new extension area.

Building to building width

Min 18.5m

Footways

Min 3m wide on both sides of the street

It springs from the existing Station Road and runs directly to the riverside, with secondary spurs leading north and south into adjoining areas.

Carriageway

Cycle route

Share with vehicles/on carriageway

It passes through a sequence of spaces of different character. It crosses the new Pudzeoch, passes through the public park and along built up streets that are laid out in blocks of buildings x storeys high, until it reaches the water’s edge.

Street furniture

Minimal

Trees

Only within park boundary

Where the street passes through the public park, it will green and tranquil with views between trees to people using and enjoying the open space. Where it passes along built up streets the edges of the street will be animated and the footways busy with people.

Other planting

n/a

Other features

Enhanced landmark feature at Regal cinema building

Medium-large scale manmade or natural materials 12.5m total, made up of 7.5m circulating space and 2.5m for parallel parking on either side High quality asphalt surface

Seating not required Street lighting required for both vehicle and pedestrian use

Landmark bridge structure over Pudzeoch Termination of road at river important Maintenance requirement

High maintenance along park edges Street cleansing will be important RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 42

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Primary Urban Link

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 43

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Key design parameters: Ferry Village Streets

FERRY VILLAGE STREETS

Building to building width

Min 5.5m, but ranging to much wider, to create squares for example

Footways

Potentially organic in layout - Min 1.5 wide, where required Medium manmade or stone units

5.37

5.38

5.39

Description: Ferry Village will be made up of an intricate and relatively organic network of streets, lanes, squares and spaces. It will be a place with an intimate scale and rich townscape character, inspired by the maritime heritage of the historic harbour.

The buildings will house a mix of residential, business and tourism uses and at the ground oor there will be views into workshops or ofďŹ ces, shop windows with attractive displays and cafes spilling out into the street. It is the sort of place where people will come to browse in the shops, then have a walk and a meal whilst absorbing the village atmosphere.

It will be a key waterfront destination within the region for both local people and visitors, who will bring life and colour to the area during all hours of the day and in all seasons.

Footway may disappear in places to create shared surface spaces Carriageway

Min 5.5m 10mph speed limit in shared surface areas High quality asphalt or small stone units

Cycle route

Share with vehicles/on carriageway

Street furniture

Minimal Small quantity of seating Street lighting to respond to intimate scale and distinct character of Ferry Village area

Trees

Only in squares or courtyard spaces Deciduous, small species preferred

Other planting

n/a

Other features

Sensitive, attractive design of shopfronts and signs required

Maintenance requirement

Street cleansing will be important

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 44

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Ferry Village Streets

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 45

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

PRIMARY GREEN LINK 5.40

Description: This route is a continuation of St Andrew’s Avenue and forms a key link from the south of the existing town centre into the heart of the new residential neighbourhoods. It will be primarily a residential street but commercial uses may occupy some of the buildings close to the riverfront.

Key design parameters: Building to building width

Min 22.5m (two footways x 2m, two carriageways x 5.5m, two rows parallel parking x 2.5m, one green reserve x 2.5m)

Footways

Min 2m wide on either side, adjacent to buildings Medium-large scale manmade flags

Carriageway

Min 5.5 each, separated by a green median Parallel or right angle on-street parking can be accommodated

5.41

5.42

The entrance into the extension area is marked by passing through the canalside park and crossing the bridge over the Pudzeoch. Large deciduous trees will frame the axial view along the route and form a continuous green theme along its length.

The street is a significant street in the hierarchy of routes and distinguished by its breadth and large scale avenue planting.

High quality asphalt surface Cycle route

Share with vehicles/on carriageway

Street furniture

Minimal Street lighting required for both vehicle and pedestrian use

Trees

Located in central median, min 2.5m wide Large deciduous street tree species

Other planting

Potential for spring bulbs Hedges may be used to define private-public boundaries

Other features

2m ‘buffer’ zone along building frontage to enhance privacy and allow for building protrusions such as balconies, canopy structures etc

Maintenance requirement

Grass verges/medians to be high quality, regularly mown RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 46

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Primary Green Link

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 47

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

SECONDARY GREEN LINKS 5.43

Description: These routes cross the new residential areas, linking the Pudzeoch open space with the riverside. They are narrower than the Primary Green Link and may have smaller tree species, reflecting the more intimate, domestic scale of the surrounding townscape. Hedges and ornamental garden planting may have a particular impact on the character of these routes.

Key design parameters: Building to building width

Min 19.5m (two footways x 2m, one carriageway x 7.5m, two rows parallel parking x 2.5m, two green reserves x 2.5m)

Footways

Min 2m wide on either side, adjacent to buildings Medium-large scale manmade flags

Carriageway

Min 7.5 if single carriageway, min 5.5 each if two carriageways separated by a green median Parallel or right angle parking can be accommodated High quality asphalt surface

Cycle route

Share with vehicles/on carriageway

Street furniture

Minimal Street lighting required for both vehicle and pedestrian use

Trees

Located in grass verges or central medians, min 2.5m wide Medium to large deciduous street trees

Other planting

Potential for spring bulbs Hedges may be used to define private-public boundaries

Other features

Small private garden or ‘buffer’ zone may be required along building frontage

Maintenance requirement

Moderate Grass verges/medians to be regularly mown RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 48

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Secondary Green Links

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 49

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

OTHER LINKS 5.44

Description: The remaining routes in the extension area range from pedestrian paths and service lanes to minor access roads. These will be conventional urban streets that should be treated in a simple and utilitarian way, using robust but basic materials.

Key design parameters: Building to building width

Varies from lanes to local streets

Footways

Min 1.5m, where required Flexible granular surface (eg stabilised grit) or medium scale manmade flags

Carriageway

Varies from 3.5 to 5.5m High quality asphalt

Cycle route

Share with vehicles/on carriageway

Street furniture

None Street lighting, where required, for both vehicle and pedestrian use

Trees

Occasional/where space permits Small deciduous street trees

Other planting

Hedges may be used to define private-public boundaries

Maintenance requirement

Standard RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 50

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Other Links

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 51

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

DEVELOPMENT BRIEFS AND GUIDANCE 5.45

Ferry Village The development principles for Ferry Village are based on the assumption that the area can become an exciting urban quarter with a combination of residential, business and leisure uses in new and existing buildings combined with the retention and encouragement of some of the maritime activities on the site. The general principles and design parameters are shown opposite and below.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 52

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

5.46

5.47

Station Road – MAD Joint Development Town Centre to Riverside Link: The proposed links between the Town Centre and the Riverside are important strands of the integrated proposals for the study area. It is proposed that the principal links should be along Ferry Road and along an extended Station Road. Ferry Road is the more direct and historic link to Ferry Village but it has limited potential – almost all of its west side has been built up and the east side is the subject of the major proposals referred to in Section 4 Spatial Strategy (the restoration of the Pudzeoch).

The key components of the proposal are: • • • • • • •

Pudzeoch Restoration and Development MAD Joint Services Development Station Road Extension Allotments Improvement and Extension Ferry Road Environmental Improvement Land Acquisition and/or Excambion Station Road Development Sites

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 53

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

6 town centre: traffic + public realm 6.1

•

This section describes s a range of projects and proposals for Renfrew town centre that are designed to bring about significant changes in the town centre environment. The proposals integrate traffic and public realm improvements which will reinforce the positive qualities of the townscape and create an attractive and thriving town centre at the heart of the combined old and new town areas.

• • • • •

Prior to the introduction of a revised traffic management regime and the new streetscape that would accompany it, a range of measures can be put in place to improve the appearance and function of the town centre, focusing on the management of parking, and general townscape and environmental improvements. These would not require to be undone for the implementation of any subsequent repaving and traffic management scheme. They include: • • •

developing gap sites/redeveloping opportunity sites highlighting landmarks, corners and features improving the small urban squares or 'pocket' spaces

buildings and a foreshortened scale that fails to positively define the otherwise very significant ‘four corners’ space at St Andrew’s Cross. It does not contribute to Renfrew’s distinct identity and presents a poor first impression for people arriving from the west and north.

6.5

In the long term this site should be redeveloped to create a more appropriate development. The new buildings may be entirely contemporary in their design but the scale of the buildings, the articulation of the front elevation, the fenestration, materials and detailing should all take cues from, and complement, the adjacent built context. The treatment of the corner should extend the theme found elsewhere in the town centre, for celebrating the corners by creating a more robust and significant statement at this important junction.

6.6

Dunlop Crescent: The form of these buildings is relatively functional and creates an interesting and valuable sequence of space that link from Hairst Street through to Fulbar Street. The buildings are unprepossessing however, and the form of construction is likely to mean that face-lifting or redevelopment will be necessary within the next 10 to 15 years. Improvements to the scheme should

The purpose and scope of these initiatives are described in turn below.

Initial town centre improvements 6.2

creating new pedestrian links on key desire lines improving the environment of the car parks protecting street trees animating the street improving urban graphics and shopfronts removing clutter

Town Centre Projects 6.3

6.4

Opportunity sites Bar Roma corner: This site includes a parade of shops and restaurants built in the 1960s or 70s that defines the southern edge of St Andrew’s Cross and turns the corner to Glebe Street.

Since construction it has been occupied and a comparatively successful component of the town centre commercial area; for many years the Italian restaurant here was a popular destination for people from well beyond Renfrew.

Architecturally and visually however, the buildings sit uncomfortably in the townscape, having proportions and finishes that jar with adjacent

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 54

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

seek to: • • • •

6.7

6.8

replace undistinguished buildings with more distinctive, higher quality architecture develop a massing and silhouette that complements the adjacent historic buildings use materials and details that reflect the richness found elsewhere in the town centre ensure active ground floor uses and a permeable building edge

Gap site on corner of Hairst Street and Inchinnan Road: This is a vacant site enclosed by billboards and dominated by blank gable walls, on a strategic corner at a key arrival point to the town centre.

There is potential to remove the eyesores and infill the site to create a continuous built edge that turns the corner. It may be possible to also redevelop the neighbouring single storey building on Hairst Street, thereby creating the potential for a seamless built edge marrying in to the existing 3 storey buildings on either side. With commercial space at ground level and residential above, this would create a continuation of the street edge character currently found on Hairst Street and Inchinnan Road.

6.9

6.10

Given its prominent location, the quality of architecture will be important and a creative response is required to an awkwardly shaped site.

There is an opportunity to enhance its landmark potential by ‘celebrating’ the corner in some way, whilst the importance of the building as part of the setting for the War Memorial must be acknowledged, especially if the monument is relocated closer to the building as part of the streetscape programme for Hairst Street.

Paisley Road, High Street - 1960s local authority housing: There are two locations in the town centre where mid 20th century local authority housing in relatively poor condition adversely affects first impressions of the town. These are on Paisley Road southwest of the Glebe Street junction and on High Street just north of Andrew Avenue. In both cases the development lacks distinctive architectural quality and is in increasingly poor condition. The nature of the development has created an unsatisfactory relationship between the buildings and the street that neither provides amenity for the residents nor creates an attractive street edge.

Redevelopment of these sites would provide

opportunities to adopt best practice in urban housing design, with attractive high quality architecture and significantly improved living conditions for residents.

6.11

6.12

Landmarks, corners, features Highlighting landmark features and significant corners would help to establish a more distinctive identity for the town centre, make it more legible and highlight some of the best architectural assets of the town. Prime candidates for this treatment are buildings on the corners where adjoining streets meet Hairst Street, especially at the key entrance points - at St Andrew’s Cross, at High Street and at Ferry Road/Station Road.

In each case, distinctive architectural features such as elaborate entrances, domes, turrets and finials represent attractive and useful landmarks that could be highlighted through measures such as: • • • • •

stone cleaning and repairs roof and gutter maintenance restoration of decorative metalwork removal of extraneous clutter from elevations and in front of buildings improved, sympathetic graphics or signs

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 55

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

• •

6.13

new or appropriately repaired windows coloured, wash or spot lighting to features or elevations

Proposals should consider: •

Urban Squares/’Pocket’ spaces There are three existing small hard public spaces in the town centre but none of them performs its function especially well or presents a high quality image. The spaces share positive characteristics; they are located close to major pedestrian desire lines, are reasonably well-defined spaces with a human scale, have established planting and are overlooked so feel comparatively safe. Less helpfully however, in each case, the environment is shabby and outdated, and none of them are places that people would be inclined to linger in. Key proposals for improvement include:

• • • • •

6.15 6.14

Dunlop Crescent: This space may change significantly if, as suggested elsewhere in this report, the surrounding buildings are redeveloped.

In that event, there is an opportunity for the redeveloped buildings to reinforce the positive spatial qualities of the space and bring additional animation to the area.

•

retaining and improving ground conditions for the very important mature tree at the northeast side of the space removing the shrub planting reviewing the treatment of levels and creating a more fluid, flexible space to accommodate a wider range of activities using modern and better quality paving materials using innovative atmospheric lighting (eg uplighting the tree, casting shadows onto the blank gable) promoting public active uses around the edge of the space

Safeway/Mission Hall/Wallace Bar space: The landscape treatment of this space is becoming increasingly outdated and suffers from the fragmented nature of the surrounding built form. It is a convenient place for people to meet and chat however, and should be retained as an important, albeit secondary town centre focal point. Proposals should consider: •

potentially, creating a smaller space but of a

• • •

6.16

higher quality retaining and improving ground conditions for established trees a new and more distinctive identity based on contemporary paving, street furniture and lighting improved edge definition and pedestrian links to the adjacent car park potentially, improved definition of the space and the introduction of an active built edge through the redevelopment of the pub facing onto the High Street

Brown Institute ‘amphitheatre’: This space suffers from being outwith the core of the town centre and from being slightly hidden around the corner of the Museum building. There is presently comparatively little footfall in this area and the space is rarely used. However, its role is likely to change significantly when the redevelopment of the expansion area takes place as it is located at a key nodal point where the new and old towns will meet. As a result, the space will occupy an important corner at a key decision point, on the axis of the Station Road link. The site will therefore have significant potential as a landmark and should be redeveloped, either as a contemporary

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 56

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

open space or a new building. The design objectives for this space need to be considered as an integral part of the plans for redeveloping the surrounding context.

6.17

New pedestrian desire lines There are several locations in the town centre where desire lines are currently obstructed but where it would be desirable to reinstate pedestrian links to maximise the permeability of the town centre. These include: • • •

from Hairst Street southeast to Trinity High School and churchyard from Hairst Street down Manse Street to the Safeway car park from High Street northeast to the new expansion area

In some cases ownership issues may need to be resolved but where it is possible to create a link, footpaths should be provided that are safe and attractive to use. The alignment should be as direct as possible, the entrances lit and sign posted and the environment made as hospitable and inviting as possible. Opportunities for optimising passive surveillance should be found,

by routing the paths through populated areas, removing high walls or fences and encouraging window or door access onto the routes.

6.18

Car park improvements The two key car parks in Renfrew represent important arrival points into the town and consequently have a considerable impact on first impressions of the town. At present, first impressions are not positive. The car parks are difficult to locate, have poor quality boundary treatments, unattractive large open areas of asphalt, and a generally neglected air.

It is important to improve both the environmental quality and the sense of safety in the main town centre car parks through measures such as: • • • • • •

the proper setting out of parking bays the repair and painting of enclosing walls the replacement of fences where necessary improved lighting structural tree or hedge planting where appropriate improved signage

6.19

Street trees initiative There are collections of distinctive, mature deciduous street trees around the town centre and in places these lend a particular green character to streets and spaces. Where possible, measures should be taken to prolong the life of the existing trees by improving growing conditions. Plans for the phased replacement of important groups of trees should be made and opportunities for extending the theme investigated, especially along the approach roads and links to the new riverside area (as described elsewhere in this document).

Where new street trees are planned, they should be used in the same way as the traditional street trees have been used – in a bold structural way – ensuring that species have a bold and even shape and are sufficiently large scale for the surrounding context. The trees should always be planted in pits in the ground adopting best practice in urban street tree planting to ensure successful establishment. Tree grills and guards should offer effective protection but be of a plain design to avoid attention being distracted from the tree itself.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 57

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

6.20

to browse, socialise and people-watch whilst bringing colour and activity into the street. In doing this however, provision for the visually and mobility-impaired must be taken into consideration and agreements reached with the relevant community representatives.

Animation programme The streets and public spaces of Renfrew are presently only busy during certain parts of the day or week, and with only a comparatively limited range of activities. A number of measures could be put in place to expand the hours and type of activity in the town, including: a) Programme of events: Few special events are held in the heart of the town centre and there is an opportunity to stimulate additional activity to animate the centre and reinforce its role as a destination for more than just shopping. The events do not need to be large or complex in the first instance; a well-run Christmas lights ceremony, a summer gala day and a few performances or market events can be catalysts of a manageable and effective scale. b) Indoor activity spilling onto pavements: A potentially effective component of animation in streets can be the extension of indoor activity out into the street. Displaying produce on the footways should be encouraged, as should the setting up of stalls or the placing of café chairs and tables. This allows people

historical properties, avoiding over-scaled, backlit or garish shop graphics, and introducing design themes such as shopfront painting, hanging signs, canopies or hand painted shop signs.

6.22

c) Develop the evening economy: The hours of activity in the town centre could be extended more broadly by encouraging businesses that offer food, drink and entertainment out of core shopping hours. Family restaurants, cafes, internet cafes, pubs, music venues and even book shops or libraries can all bring people into the centre in the evenings, making it a social, pleasant and safer place after dark.

6.21

Urban graphics initiative The town centre has an eclectic mix of architectural styles but beneath many of the garish fascia and signage treatments lie robust and often characterful buildings. The objective here should be to reveal the inherent robustness of the buildings and make a virtue out of their varied character whilst improving the overall sense of visual cohesion. The emphasis should be on reinstating traditional shop front proportions on

The themes should not be overly contrived; rather, specific attention should be paid to the quality of design, materials, workmanship and maintenance.

The objective should be to retain the eclectic feel whilst creating a more distinctive and inviting shopping street as part of the reinvigorated heart of Renfrew.

An urban graphics initiative should include consideration of the graphics material required to implement the traffic management proposals, especially the means of defining the core town centre area.

6.23

Removing Clutter In the first instance an audit should be carried out of all the structures, signs and furniture within the street with a view to identifying extraneous elements that can be removed. This will help simplify the streetscape, ease the free flow of pedestrians moving through the area and release more room for activities that will help animate

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 58

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

the space. Measures to minimise clutter should include the following: •

•

• • • • •

signs such as parking regulation signs should be kept to a minimum and where possible placed on walls or doubled up with other signs on existing poles directional signage should be kept to a minimum, information doubled up wherever possible and the size of signs reduced to the minimum practicable the need for pedestrian railings should be reviewed in light of the reduced speed limit and redundant sets removed posters or advertising attached to railings should be promptly removed individual pieces of street furniture should be kept to a minimum and maintained in good condition damaged or obsolete furniture should be removed and graffiti cleaned off promptly festive lighting and the related fixings should be promptly removed at the end of the season

Phase Two: St Andrews Square

Traffic Management and Streetscape Improvements 6.24

6.25

This study proposes that a long term behavioural change take place in motorists travelling to and through the town centre. Without a change in the balance between the needs of pedestrians and those of motorists, the quality of experience of visiting and spending time in Renfrew town centre will continue to suffer. Most significantly, with such a behavioural change, there is a genuine opportunity for the introduction of an improved and sustainable streetscape of very high quality which will in turn bring the necessary long term civic, social and economic benefits that the community and authorities desire.

should also provide information to visitors to Renfrew such as guidance on short stay parking.

The character of the streets within the 20mph Core Area should be distinctly different from the streets outwith the Core, having street trees wherever possible, and a different approach to lighting surface treatments and street furniture.

The required behavioural change will come about through the application of the following key principles and proposals.

Directing through-traffic The northwest-southeast through-movements along Inchinnan Road-Glebe Street will be eased and encouraged to help relieve the commercial heart of the town centre. This will be achieved using a double mini roundabout arrangement which will maximise the traffic capacity of the junction. The road surface will be paved to visually integrate with the new streetscape treatment in Hairst Street and raised zebra crossings (flush with adjacent footways) will facilitate pedestrian movements across the junction.

20mph Town Centre Core Area As described in section 2, it is proposed that the entire town centre become a traffic calmed 20mph zone. A combination of direct and subliminal calming measures will be used to reduce speeds at the entry points to the Core Area. This signage

Pedestrian Priority Zone Hairst Street and parts of Canal Street and High Street will become a Pedestrian Priority Zone, with surface treatment, surface level and carriageway width designed to further emphasise the 20mph regime and establish a ‘shared surface’ throughout

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 59

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Proposals for Hairst Street looking north from the War Memorial

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 60

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Proposals for Hairst Street

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 61

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

the heart of the town. These physical changes will generate a behavioural change, encouraging motorists entering the town centre to respect the wider role of the street as a pedestrian and community space, rather than solely as a traffic space.

Hairst Street Plan

The proposed design responds to the inherent scale and character of the Hairst Street space, visually subdividing the floorscape and guiding the use of the space through the arrangement of different materials. The amount of clutter and traffic-regulating features will be radically reduced to create a unified, fluid space lying between the buildings.

The street is flush across its width, with a very shallow bull-nose kerb and drainage channel set into it. The kerb lines provide a “cue” for vehicles that they should circulate and park within the central strip but the flush surface allows pedestrians to circulate freely across the space, especially if the street is closed to traffic for an event. The non-trafficked areas are expanded to give additional pedestrian territory, provide an enhanced setting for the buildings and a properly dignified and prominent setting for the War RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 62

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

memorial or other civic focal points.

Town Centre: primary vehicle gateway

It is proposed that the main paving material is 100 by 100mmm square granite cubes. The surface of the stone can be dressed differently to provide a suitably robust surface for vehicular traffic or to provide a smoother, more comfortable surface for pedestrians. The granite cubes will run the full width of the street with two contrasting elements laid into it: • •

a flush kerb/drainage channel a smooth surfaced 'footpath' using large slabs, set close to the buildings.

The carpet of cubes provides a unified surface to enhance the wider spatial qualities of the street and creates a robust and versatile ‘shared surface’, whilst pedestrians with mobility difficulties have the option of using the particularly smooth and even ‘footpath’.

The colour and texture of the new materials should be selected to integrate with the surrounding historical townscape and also to complement the palette of materials in the recently completed streetscape scheme surrounding the Town Hall.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 63

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Town Centre: secondary vehicle gateway

Town Centre: school zone

In order to keep the space clutter-free, the quantity of permanent street furniture elements should be kept to a minimum. It may be necessary to incorporate sockets in the paving to allow for the installation of structures to accommodate festive decorations, for example, but otherwise the majority of street furniture should be demountable or movable so that events and activities can occupy the space in diverse and dynamic ways.

Street lighting should be supplemented with more creative types of feature and accent lighting to create a distinctive and attractive ambience in the long winter evenings.

Short stay street parking Short stay street parking will be provided within the town centre Pedestrian Priority Zone. As well as contributing to the economic performance of local businesses and maximising convenience for visitors, the manoeuvring of vehicles and the need for vigilance has the direct result of reducing vehicle speeds.

Priority for buses Within the Pedestrian Priority Zone buses will be allowed to take priority over other trafďŹ c. A bus RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 64

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

stopping area will be located in the heart of the commercial area, adjacent to the Town Hall. Buses will stop in the carriageway, rather than pulling into bus lay-bys, as this assists with the calming of traffic generally and gives additional status to public transport as a mode of travel to and from the town centre.

Town Hall Square Traffic signals will be removed at the Hairst Street/High Street/Canal Street junction and replaced with a priority junction. The surface treatment of this area and the arrangement of elements in the street will generate a town square around and in front of the Town Hall to create a space that enhances the status of the landmark building.

Two layout options have been considered – a priority junction and a ‘squareabout’; both are intended to improve the environment in front of the Town Hall - the most significant location in the heart of the town.

IN both cases, the management of the junction forces motorists to give way, slowing their speed and thereby improving conditions for pedestrians.

The priority junction has the advantage of a more economic use of the available space and creates a readily understood pattern of traffic movements which will make crossing easier for pedestrians.

The square-about creates an opportunity to extend the footway outside the Town Hall but occupies a larger space and introduces a more complex pattern of movement that is harder for pedestrians to negotiate.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 65

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

On balance, the priority junction is seen to present the best opportunity for an improved, legible space and most convenience for pedestrians.

6.26

Hairst Street Concept

Implementation The changes outlined above can be implemented in stages so that the behavioural changes can be monitored and adjustments made as required.

It would be possible, for example, to initiate an early phase of improvements where the traffic management regime is put in place but the investment in renewing the public realm is kept to a minimum. This first phase would include the reconfiguration of the road layout to create the desired, simplified and more flexible, multifunctional space, but the scheme would be partly implemented in inexpensive (ie readily sacrificed) materials. In this preliminary first phase, the ‘roadway’ (between the drainage channels) could be surfaced with high quality coarse-textured asphalt - an inexpensive but a reasonably attractive utilitarian finish. In the ultimate scheme, this would be replaced with the granite cubes to match the adjoining areas, blurring the distinctions between the different user zones and helping to create the right conditions for the behavioural change that is central to the traffic management concept.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 66

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

6.27

Impacts on traffic volumes As the Riverside areas develop and traffic volumes increase, some queuing and slow moving traffic may occur in the town centre at peak times of the day. The theoretical effects have been modelled on Paramics (as described in the Technical Appendix) and the likely impacts are considered to be acceptable over the short term, especially as peak pedestrian flows occur in between the peak traffic periods.

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 67

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

7 implementation costs

OPTION 1 - MEDIUM QUALITY Asphalt Road Surface Site clearance & earthworks

12,735 m2

15.00

191,025.00

Footpaths; Caithness stone 80 thick including sub-base

3,750 m2

115.00

431,250.00

Roads; asphalt including sub-base

8,985 m2

45.00

404,325.00

Kerbs; granite including foundation and haunching

1,060 m

80.00

84,800.00

Soft landscaping; trees, planting beds, etc

12,735 m2

12.00

152,820.00

Street furniture

12,735 m2

20.00

254,700.00

Drainage including connecting to existing sewers

12,735 m2

15.00

191,025.00

Sum

250,000.00

Diversion/protection of existing services Traffic signs and road markings

12,735 m2

10.00

127,350.00

Lighting

12,735 m2

25.00

318,375.00

Relocating memorial

Sum

10,000.00

Urban graphics initiative

Sum

40,000.00

Allowance for Traffic Management

Sum

200,000.00

7.0

Costs and Implementation

7.1

The tables provide outline costs for the principle elements of Renfrew Town Centre public realm and traffic management and related proposals.

7.2

The estimates specifically exclude work to existing buildings and basements, Belisha Beacons, inflation, professional fees and VAT.

2,655,670.00

Preliminaries

18%

480,000.00

Contingency

5%

159,330.00

Option 1

£3,295,000.00 RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 68

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

OPTION 2 - HIGH QUALITY Granite Sett Road Surface Site clearance & earthworks

12,735 m2

15.00

191,025.00

Footpaths; Caithness stone 80 thick including sub-base

3,750 m2

115.00

431,250.00

Roads; granite setts including sub-base

8,985 m2

125.00

1,123,125.00

Kerbs; granite including foundation and haunching

1,060 m

80.00

84,800.00

Soft landscaping; trees, planting beds, etc

12,735 m2

12.00

152,820.00

Street furniture

12,735 m2

20.00

254,700.00

Drainage including connecting to existing sewers

12,735 m2

15.00

191,025.00

Diversion/protection of existing services

Sum

250,000.00

Traffic signs and road markings

12,735 m2

10.00

127,350.00

Lighting

12,735 m2

25.00

318,375.00

Relocating memorial

Sum

10,000.00

Urban graphics initiative

Sum

40,000.00

Allowance for Traffic Management

Sum

200,000.00

3,374,470.00

Preliminaries

18%

608,000.00

Contingency

5%

200,530.00

Option 2

£4,183,000.00

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 69

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

OPTION 3 - HIGH QUALITY Granite Sett Road Surface replacing Asphalt Site clearance & earthworks

12,735 m2

15.00

191,025.00

Footpaths; Caithness stone 80 thick including sub-base

3,750 m2

115.00

431,250.00

Roads; asphalt including sub-base

8,985 m2

45.00

404,325.00

Breaking out asphalt including part sub-base

8,985 m2

4.00

35,940.00

Roads; granite setts including sub-base

8,985 m2

115.00

1,033,275.00

Kerbs; granite including foundation and haunching

1,060 m

80.00

84,800.00

Soft landscaping; trees, planting beds, etc

12,735 m2

12.00

152,820.00

Street furniture

12,735 m2

20.00

254,700.00

Drainage including connecting to existing sewers

12,735 m2

15.00

191,025.00

Diversion/protection of existing services

Sum

250,000.00

Traffic signs and road markings

12,735 m2

10.00

127,350.00

Lighting

12,735 m2

25.00

318,375.00

Relocating memorial

Sum

10,000.00

Urban graphics initiative

Sum

40,000.00

Allowance for Traffic Management

Sum

200,000.00

3,724,885.00

Preliminaries

18%

670,000.00

Contingency

5%

220,115.00

Option 3

£4,615,000.00

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 70

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Summary Costs: Primary Entrance to Town Centre (5No)

Primary Gateway (5 No) Site clearance & excavation

70 m2

25.00

1,750.00

Textured Paving; granite cubes

22 m2

125.00

2,750.00

Textured Bands 400 wide; granite cubes

30 m

60.00

1,770.00

Roads; asphalt including sub-base

33 m2

45.00

1,485.00

Road Narrowing; alterations to footpaths

20 m2

38.00

760.00

Kerbing

40 m

30.00

1,200.00

Sum

500.00

350.00

1,400.00

Allowance for Signage

Sum

500.00

Allowance for LED lights

Sum

1,000.00

Allowance for road markings Tree Planting

4 nr

13,115.00 Preliminaries

18%

2,360.00

Contingency

10%

1,325.00

16,800.00 Primary Gateway

x5

ÂŁ84,000.00

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 71

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Summary Costs: Secondary Entrance to Town Centre (10No)

Secondary Gateway (10 No) Site clearance & excavation

90 m2

25.00

2,250.00

Textured Paving; granite cubes

36 m2

125.00

4,500.00

Textured Bands 400 wide; granite cubes

17 m

60.00

1,020.00

Roads; asphalt including sub-base

26 m2

45.00

1,170.00

Road narrowing; alterations to footpaths

20 m2

38.00

760.00

Kerbing

26 m

30.00

780.00

Sum

750.00

350.00

4,900.00

Allowance for Signage

Sum

1,000.00

Allowance for LED lights

Sum

1,000.00

Allowance for road markings including zebra crossing Tree planting

14 nr

18,130.00

Preliminaries

18%

3,670.00

Contingency

10%

2,200.00

£24,000.00 Secondary Gateway

x10

£240,000.00

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 72

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Summary Costs: Town Centre - School Zone

School Zone (3 No) Site clearance & excavation

205 m2

25.00

5,125.00

Textured Paving; granite cubes

40 m2

125.00

5,000.00

Textured Paving; granite cubes; ramped

25 m2

130.00

3,250.00

Roads; asphalt including sub-base

15 m2

45.00

675.00

Roads; red asphalt including scarifying existing surface; Newmains Rd to Broadloan

700 m2

28.00

19,600.00

Road narrowing; alterations to footpaths

125 m2

38.00

4,750.00

50 m

30.00

1,500.00

Sum

2,000.00

350.00

-

Sum

1,000.00

400.00

2,000.00

Sum

1,500.00

Kerbing Allowance for road markings including zebra crossings Tree planting

nr

Allowance for Signage Allowance for Signage; strategic

5 nr

Allowance for LED lights

46,400.00

Preliminaries

18%

8,400.00

Contingency

10%

5,500.00

60,300.00 School Zone

x3

ÂŁ180,900.00

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 73

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Summary Costs: Town Centre Rat Runs (6No)

Rat-Run Deterrent (6 No) Site clearance & excavation

141 m2

25.00

3,525.00

Textured Paving; granite cubes

42 m2

125.00

5,250.00

Textured Paving; granite cubes; ramped

20 m2

130.00

2,600.00

9 m2

45.00

405.00

Alterations to footpaths

70 m2

38.00

2,660.00

Kerbing

40 m

30.00

1,200.00

Sum

1,000.00

350.00

-

Allowance for Signage

Sum

1,200.00

Allowance for LED lights

Sum

-

Roads; asphalt including sub-base

Allowance for road markings including zebra crossing Tree planting

nr

17,840.00

Preliminaries

18%

3,200.00

Contingency

10%

2,160.00

23,200.00 Rat-Run Deterrent

x6

139,200.00

RENFREW DESIGN + TR AFFIC MANAGEMENT STUDY | FINAL REPORT | 74

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

Renfrew Town Centre: cost summary Lower Quality Hairst Street Option 1

Medium Quality

High Quality

3,295,000.00

Hairst Street Option 2

4,183,000.00

Hairst Street Option 3

4,615,000.00 Unit Cost

No

Primary Gateway

16,800.00

5

84,000.00

84,000.00

84,000.00

Secodary Gateway

24,000.00

10

240,000.00

240,000.00

240,000.00

School Zone

60,300.00

3

180,900.00

180,900.00

180,900.00

Rat-Run Deterrent

23,200.00

6

139,200.00

139,200.00

139,200.00

£3,939,100.00

£4,827,100.00

£5,259,100.00

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 75

JULY 20 0 4 | KE VIN MURR AY A SSOCIATES - WILLIE MILLER URBAN DESIGN

8 next steps 8.0

Next Steps

Process Actions:

8.1

There are a number of next steps at different levels. We have separated these into process actions, particularly in relation to taking this masterplanning work forward, and project based action – drawn from the substantive proposals of the report.

•

• • • • •

Project Actions:

client review of the master plan proposals – both concept and detailed components. This needs a shared cross-client perspective on the proposals – with a coherent consensus on how to use the material. identify any amendments or further future work – eg testing on transport, design of key spaces present to (local) members to explain ideas and evolution, and discuss the merits of the proposals present to/discuss with local community stakeholder, including both residents and businesses adopt key elements as supplementary guidance as appropriate detailed research into the need for and location of schools, nursery, health and community infrastructure

8.2

Arising from the plan, we envisage a number of specific project actions along the following lines: • • • • • • •

town centre management business/shopkeepers organisation signage for parking and vehicular access discussion with Ferry Village developers flood protection and implications for Ferry Village drainage regime and Pudzeoch restoration (feasibility study) detailed implementation study examining implementation of pedestrian priority zone

RENFREW DESIGN + TRAFFIC MANAGEMENT STUDY | FINAL REPORT | 76