URBAN DESIGN FRAMEWORK, MASTERPLAN AND DETAILED DEVELOPMENTJulia Garrido

MSC IN URBAN DESIGNESALA

8th MAy 2012AREA 11023 URBAN DESIGN PROJECT

SEMESTER 2 SESSION 201-2012

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URBAN DESIGN FRAMEWORK

THEORY

MASTERPLAN

DETAILED DEVELOPMENT

CONCLUSION

APENDIX

INTRODUCTION

Fitting of the Area into its ContextUrban Design Framework

Examination of Alternative Theoretical PositionsTheoretical Approach 1: Designing the CityTheoretical Approach 2: Towards an Urban Renaissance

Location & Definition 0Definition 1Definition 2Planting & Materials

Theoretical Approach Densities & ParkingFinancial FeasabilityReference List

Design ConceptProcess of DevelopmentDevelopment & Interpretation Uses and Activities Patterns of Movement Built Form Typologies Open Spaces Process of Development - Implementation Phasing Availability of Sites Development Agencies Involved Finantial Feasibility

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The Urban Design project aims to gather knowledge achieved during the previous courses, developing it in a fixed situation. Whereas the first part of the project consisted in the Evaluation, elaborated as a group work, this report develops the Urban Design Framework and the Masterplan, made individually, as well as an area of the Masterplan gone into detail.

The Urban Design Framework consists in a diagrammatic representation supported by text. The ideas represented are based on a theory chosen which guides the whole process. On the other hand, the Masterplan is one possible representation of the Urban Design Framework. This consists in a three di-mensional product and a process of implementation.

The site of the project chosen was Greater Govan in Glasgow. The current situation has been analysed and evaluated in the first part of the project. Consequently, this report is an attempt to create a new situation which will be able to deal with the issues found, creating a better place from the existing. In order to do this, four main subjects are considered: sustainability, transportation, landscape planning and landscape architecture and development finance.

The objectives set in the Evaluation report were the following: the site needs to have its connectiv-ity improved throughout it. In addition, a wider range of uses should be introduced to support urban grain, enhance economic sustainability and create new job opportunities. There is a lack of high quality amenity space, so it is desirable to provide new ones. Also, there is a need to accommodate a more diverse range of ages to promote social sustainability and to anticipate the potential needs of an ag-ing population. In order to address Glasgow’s situation as a shrinking city there is a need to balance the necessity and requirement of future development with the consequences of a declining population.

Furthermore it was desirable to regenerate and rebrand the River Clyde and its adjacent sites, as right now they are abandoned and useless. Finally, to improve Govan’s economy it is needed to utilise the regionally important economic drivers and introduce related local economic activities, land uses and employment.

Thus, the starting point is the urban form that was originally there as well as the theory chosen. Essen-tially that means there are no arbitrary decisions made: they are all supported either by the context or the theory.

Additionally, all the work has been thought as a sequential process, in which it is necessary to consider which parts are key to allow following stages to happen and which are not, clarifying which parts are bases.

The process by which the project has been developed will be explained in the course of this essay. Firstly, an evaluation of the site was made. That was followed by the consideration of various theories in order to create a framework capable of dealing with the existing situation. One of these theories was chosen as base for the creation of the Urban Design Framework. Then a part of the framework area was chosen to be developed for the Masterplan. This Masterplan is regarded in term of a process as well as product. Yet a section of the Masterplan is detailed resolve to illustrate how the public realm is developed. At last, reflections about the whole process and conclusions are made.

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ExAMINAtIoN of ALtERNAtIvE thEoREtICAL PoSItIoNS

In order to create a framework it was necessary to elaborate a theoretical foundation. To achieve it, the examination of extreme theoretical positions was made. Six different theories were regarded, grouped into three different categories: conservatives, radical and nor conservative or radical. Ideas of each theory were explained, as well as how they could deal with the objectives resulted from the group evalu-ation.

CoNSERvAtIvE thEoRIES

RADICAL thEoRIES

NoR CoNSERvAtIvE oR RADICAL thEoRIES

In order to create a framework it was necessary to elaborate a theoretical foundation. To achieve it, the examination of extreme theoretical positions was made. Six different theories were regarded, grouped into three different categories: conservatives, radical and nor conservative or radical. Ideas of each theory were explained, as well as how they could deal with the objectives resulted from the group evalu-ation.

Death and Life of Great American Cities (Jane Jacobs, 1961)Modernist planning policies were responsible for the destruction of many inner-city communities. This new urban planning rejected the city because it rejected the complexity required by human beings living in communities. Applying for principles to plan cities which only destroy communities was not sensible, Jacobs advocated “four generators of diversity”: “The necessity for these four conditions is the most im-portant point this book has to make. In combination, these conditions create effective economic pools of use” (Jacobs, 1961). The conditions were:- Mixed uses, activating streets at different times of the day- Short blocks, allowing high pedestrian permeability- Buildings of various ages and states of repair- Density

Towards an Urban Renaissance (Urban Task Force, 1999)Towards an Urban Renaissance was a report written by the United Kingdom’s Urban Task Force. In it they were identified the causes of the urban decline, and it established a vision for cities, founded on the principles of design excellence, social wellbeing and environmental responsibility. This vision was supported by a diverse range of uses in a sustainable urban environment, well integrated with public transport and adaptable to change.

Edge City: Life on the New Frontier (Joel Garreau, 1991)This theory claimed that the Edge City fulfilled many of the same functions that traditional cities had served for thousands of years.The Edge City (Garreau, 1991) is defined by:- Five million square feet of leasable office space or more- Six hundred thousand square feet of retail space or more- A population that increases at 9 AM on workdays- A local perception as a single destination for mixed use – jobs, shopping and entertainment- A history in which, thirty years ago, the site was by no mean urban This Edge City was presented as a reaction to market forces that fulfilled the needs for corporate work-ers and corporations to gain large connected spaces for workers.

Designing the City: Towards a more Sustainable Urban Form (Hildebrand Frey, 1999)According to this theory, there are three levels of Urban Design Intervention. The first one is related to strategic urban design at the city, or a conurbation level. The second is related to the district level, whereas the third one is about urban design of individual spaces or group of spaces. Microstructure and macrostructure of cities are discussed in terms of a generally sustainability criteria.

Cities Without Cities: an interpretation of the Zwischenstadt (Thomas Sieverts, 2001)The dissolution of the compact historical European city is a reality. This has to be regarded as a com-pletely different and new form of the city, which is spreading across the world: the urbanised landscape or landscaped city.The Zwischenstadt is the type of built-up area between living spaces and the non-places of movement, local economic cycles and the dependency on the world market (Sieverts, 2001). The fields of action of the Zwischenstadt are transport and communication; protection, care and development; transfor-mation and expansion; orientation and information and culture and sport. The tools proposed are, in first place, to plan and operate regionally significant infrastructures and to secure, control, design and develop regionally significant public spaces, buildings and areas.

Five Minutes City (Winy Maas, 2002)In this text, the author proposes the theory of a city in which everything is reachable in 5 minutes. This, consequently, has effects on modes of transport and density. This hypothesis leads to some ideas, such as we travel faster, further and more frequently, the world becomes more equal and people migrate more, and due to this mobility the interpretation of ‘home’ is changing, as it has to adapt itself as we move.The devices to achieve the Five Minutes City are the evolutionary city; the functionmixer; the regionmak-er; the inframaker and the access optimizer.

The decision is to consider deeply the ideas proposed in Designing the City (Hildebrand Frey, 1999) and Towards an Urban Renaissance (Urban Task Force, 1999) as being the ones which can deal with all the objectives proposed in the group evaluation (see appendix for chart).

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thEoREtICAL APPRoACh 1: DESIGNING thE CIty

According to this theory three major demands are made in the city and its districts which need to be reflected in the micro-structure of the city: accessibility, proximity and functional mix.The interrelationship of people, transport and amenities is thus the basis for the micro-structure of the city.

thE URBAN NEIGhBoURhooDThere should be about 600 m distance between the edge of a neighbourhood and its central area and transport node. The gross population density needs to be suffi-ciently high to support local services and facilities which provide for daily needs.The neighbourhood should provide a mixed-use centre with public transport stop, housing over shops and service outlets, with a market place and community park with a community hall, a number of shops for daily needs an a small supermarket, a post office counter, a public house, a newsa-gent, a local bank and library, local (medical and dental) surgeries, commercial units and other workplacesIts core may have an area of about 1 ha.Besides, traffic should be calmed, and through traffic kept outside completely. Car-parking places should be confined to serving the local popula-tion (encouraging the use of public transport for all those from outside). The neighbourhood centre specifically should not provide any car parking at all.

CLUStERS of NEIGhBoURhooDS foRMING URBAN DIStRICtSThe neighbourhood is limited to provide for more than basic day-to-day needs. Other centres of higher capacity are therefore needed which serve larger catchment areas.Several neighbourhoods (4 or 5) form a district, which core might become the focus for a larger population of 25,000-35,000The district would have the size and population of a medium-sized country town and its core should be linked with the neighbourhood centres by pub-lic transport (bus stops every 300 m or so).The travel distances in the region of 1,300-1,400 m while travel from the edge to the centre of the district should last about 5 minutes.The core should have an area radius of 150 m, area (of about 7 ha).The district centres would be linked by faster transport to other district centres and the city cen-tre. The district could be semi/autonomous (own ‘district hall’).There are two possible solutions for dealing with vehicular traffic in districts. Firstly, vehicular traffic can be allowed to share road space with public transport, cycles and pedestrians but calm vehicu-lar traffic and give priority to all other forms of transport. The second option it to zone roads in-side districts. Only major vehicular transport routes (expressways and motorways) should be outside and between districts. They should be sunken to prevent them from becoming barriers, greened and landscaped to reduce pollution and noise and to operate as one of the linear artificial green spaces that may attract wildlife and help improve the city’s climate.

CLUStERS of DIStRICtS foRMING LARGER towNSCentres of a yet higher order could be generated the heart of 4 to 5 urban districts, serving a larger population of between 120,000 and 175,000.They are proper town centres with mixed uses, including housing. Their radiuses are about 300 m and have an area of 28 ha. They provide eco-nomically viable specialist services and facilities.In addition, the town hall and local administration centre are responsible for the town’s development and structure.The travel distances from the edge to the core between 2,900 and 3,200. This travel time cannot be more than 10 minutes long.

CLUStER of towN foRMING A CItyIn larger conurbations a number of four or five towns may form a city with a population of be-tween 480,000 and 875,000 with a city centre, usually the historical core of the conurbation.The central area of the city has a minimum radius of about 600 m, being its area of 110-20 ha.The city has a similar profile of uses for those of the town centre but includes a higher propor-tion of housing to make the centre an inhabited mixed-use area. Besides, it accommodates specific city centre uses like major regional administrative centre.The transport linkages between town centres and between these and the city centre would be by LRT and the maximum distances between the edges of the towns and the city centre may be 6,400-7,000 m and the travel time (by LRT) not exceed 20 minutesIn addition, railway lines would link the city centre to other cities, airports and seaports and to other parts of the country. This hierarchical structure is achieved through the decentralisation of functions and activities.

thE CoMPoSItE StRUCtURE of thE CIty oR CIty REGIoNThe city or city region is an agglomeration of the linked towns which themselves are an agglomera-tion of linked districts each of which is an agglom-eration of linked neighbourhoods.The structure and image of such city are pro-vided by the different nodes and areas, the towns, districts and neighbourhoods and their mixed-use central areas, and by the linkages between them.The question of compactness of such a city de-pends on the amount of land included in the net of linked neighbourhoods, districts and towns, de-pendent upon existing conditions and the historical structure of the city.

Scheme

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Existing and potential town boundaries and centres - Conurbation Level Hierarchical structure and linkages in the framework area - District Level

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CoMPACt AND wELL-CoNNECtED CItyThe city should be a flexible structure which relates the parts to the whole. A clear articulation of open space makes possible the connection of different quarters, neighbourhoods and communities to each other across the city. This articulation also allows the linkage of people within localities to their homes, schools, workplace and basic social institutions.

DISPERSED CIty vERSUS CoMPACt CItyWhereas the dispersed city produces large areas of low density development, remote from the hub or centre which contains the core functions that support urban life, the compact city promotes urban areas organised in concentric bands of density; higher densities around public transport nodes; lower densi-ties in less connected areas and establishes a clear boundary, containing urban sprawl and reduce car use.According to the Urban Renaissance, to be truly sustainable different elements of the town or city need to be well connected to each other through a network of public routes and streets, and the structure of the city should support the public transport patterns of movement and communication.

thE PUBLIC REALMBy creating a network of public spaces it provides a web of connections, offering people a range of choices when deciding to make local journeys. To achieve it, a clear hierarchy should be established between the major through-routes and the more subtle structure of local streets and alleyways.The urban open space cannot be regarded as an isolated unit, but as a vital part of the urban landscape. The public space needs to be in direct relationship between space and people who live and work around it.The streets have to be re-established as urban focus, with continuous open frontages overlooked from upper storeys, continuous presence of pas-sers-by and informal surveillanceThe strategy is to create a ‘centre to the edge’ network of public space, which sets the basis for longer journeys for pedestrians and cyclist; to establish networks around the cities: green inner rings supplement the outer Green belt by creating breathing space close to inner urban neighbour-hood. These networks should be regarded in terms of wildlife requirements and landscape design.

DENSIty AND INtENSIfICAtIoNHigher densities make possible a greater number of public amenities and transport facilities to be located within walking distance, reducing the need for the car and contributing to urban sustainability. There are certain areas where the priority should be to increase the intensity with which the space is used. Both transport hubs and town centres justify higher population density and a more diverse mix of uses.

The urban structure of compact and dispersed cities (Urban Task Force, 1999a)

Networks of public open space - Andrew Wright Associates (quoted in Urban Task Force, 1999b)

Models of urban capacity - Andrew Wright Associates (quoted in Urban Task Force, 1999d)

Components of mixed-use and integrated urban neighbour-hoods - Andrew Wright Associates (quoted in Urban Task Force, 1999c)

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Linkage of urban neighbourhoods and communities - An-drew Wright Associates (quoted in Urban Task Force, 1999e)

Integrated transport system - Andrew Wright Associates (quoted in Urban Task Force, 1999f)

CoNNECtIoNSTransport connections should promote efficiency, need to be environmentally sensitive and prioritise the needs of pedestrians, cyclist and public trans-port users.The urban transport system has to plan and design the urban neighbourhood.To get the connections right, a permeable grid is required, creating a layout of buildings and spaces which allows easy and efficient movement. Besides, to connect the development to the rest of the city is a key priority for new settlements as well as regeneration of existing areas. Moreover, it is necessary to establish how routes will knit the exist-ing infrastructure. The integration with its urban context is ensured by connecting to its immedi-ate neighbours and providing a clear structure of accessible routes from one destination point to another.The vehicular routes need to coincide with the network of public streets and places, but not over-whelming them, making the pedestrians go first and then vehicles.The major routes should be recognised as chang-ing when entering urban settlements, giving great-er priority to public transport (dedicating lanes), whereas smaller local streets have to work as social spaces.

Although the application of both theories produces a similar result (due to their similarities), it is de-cided to choose as a guide Towards an Urban Renaissance because it seems that is capable of creating a more complete product. Besides, it was this theory was the result of an exhaustive report about how to improve English cities, and there is an aim to test if the principles set are applicable to the Greater Govan case.

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Compact City - Conurbation Level Compact City - District Level

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Major Transport Routes Development Structures

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Public Routes and Transport Routes - Conurbation of Glasgow

Linear Open Space - Conurbation of Glasgow

Public Routes and Transport Routes - Conurbation of Glasgow

StRAtEGIC oBjECtIvES1. To consolidate existing patterns of movement routes2. To create a pyramid of intensity and mixed-uses supported by transportation hubs3. To increase density, compacting the urban form4. To create a connected system of open public spaces5. To promote the use of public transport6. To create a pedestrian and a cycling friendly environment7. To increase permeability through the site

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Indicative densitiesAreas for uses and activities

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Provision for public open space Hierarchies of importance for linear and punctual spaces

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Masterplan Area - Size: 34.5 HA

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The masterplan provides a physical interpretation of the ideas developed in the elaboration of the urban design framework. In other words, it is only one possible solution of the ones which could have been done.The theory that guided the framework elaboration was Towards an Urban Renaissance, from the Urban Task Force. Nevertheless, the design process has been guided by the standards specified in The Urban Design Compendium (2000) which was developed following the work of the Urban Task Force. “The purpose of the Urban Design Compendium is to help equip all those involved in the delivery of places with guidance on achieving and assessing the quality of urban design in developing and restoring ur-ban areas.” (Llewelyn – Davies et al, 2000, p. 7)Therefore the aim was to make a better place from Govan based on the theory studied. This theory was our starting point, so all the decisions were no longer arbitrary but based either on the theory or the context.In addition, the masterplan has to be regarded as a product but also as a process. There must be a sequential thinking, so not all the steps are happening at the same time. There are key points in the development that will allow the evolution of others, distinguishing what it is really important from which is not.The ideas that have generated the design of the masterplan were the recognition of the social and physical context of the site; the integration with the existing patterns of the urban form and movement; the site’s relationship to town centres, facilities and transport routes; the re-use of existing buildings; the consolidation of existing public space; the idea of public realm as a hierarchy of public spaces; the importance of walking and cycling as movement patterns; the use of small urban sized blocks; the minimisation of car dependency.Besides, there should be an optimisation of the vacant urban site and building design by intensifying development and uses in relation to local shops, services and public transport. This diversity of activity and uses “should be encouraged at different levels: within buildings, streets, urban blocks and neigh-bourhoods” (Rogers et al, Urban Task Force, 1999, p. 71).The masterplan design has to offer a wide choice of tenure options, its buildings must be durable over generations, designed and built to high standards minimising energy use and encouraging recycling. To conclude, the land needs to be regarded as a finite resource. Thus development projects should be as compact as possible enhancing the environment by “respecting biodiversity, harnessing natural resourc-es and reducing the call on non-renewable resources” (Rogers et al, Urban Task Force, 1999, p. 71).

Images of the Masterplan model

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1. Consolidation of Govan Road as a major route

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2. Creation of boulevard - linkage through the River Clyde3. Creation of a linear open space and its relationship to the River Clyde

According to these premises, the design concepts which guided the masterplan were the following: the consolidation of Govan Road as the main route, supported by the location of the under-ground station; the creation of a new linkage through the river Clyde, configuring a new boule-vard; the demolition of the residential area to the north creating a new residential development ca-pable of accommodating a more diverse range of ages and population types; the creation of a new green finger by demolishing eventually obsolete transport facilities.Furthermore, by making more dense certain parts within the area it is possible the creation of public open spaces. This densification is achieved by the employment of the perimeter block as the main built form.Additionally, it is regarded the re-arrange of the industrial facilities to the west, improving its con-nectivity to the rest of the framework area. The character of the new two main routes differs: whereas Govan Road shows a consistent border along it, the new boulevard-linkage cares more the street itself.

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1. Existing situation

2. The superposition of a new route pattern to the existing situation

3. Reconfiguration of the area by introduction of new block pattern and built forms. Introduction of phasing into the process-model

4. Reconfiguration of the area. Consolidation of Govan Road as the main route; demolition of the residential area to the north (new residential devel-opment); creation of a new green finger by demol-ishing transport facilities; densification of certain parts within the area and the creation of public open spaces; re-arrange of the industrial facilities to the west, improving its connectivity to the rest of the framework area.

5. Rearrangement of the north residential develop-ment, changing its orientation. Reconfiguration of the public open space to the river. Besides, recon-sideration of the phasing of the implementation, deciding to give priority to the consolidation of Govan Road as the main route.

6. Final configuration of the residential develop-ment to the north. Creation of river walk. Final configuration of the linear park. Simplification of typologies employed.

7. Final Masterplan design

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The main idea is that “good urban design should encourage more people to live near to those ser-vices which they require on a regular basis” (Rog-ers et al, 1999, p. 64). The highest intensity of activities is supported by transportation hubs (Govan Metro Station and existing bus route), decreasing that intensity as we move further. Consequently the highest densities/activities are located along Govan Road.The community facility block (located in Go-van Road), where schools are located, acts as a transition zone, connecting higher activities (mix-working areas) to low density residential areas. “Schools are also often best located in the transi-tion zone between the higher density residential areas and local centres, where they are as close as possible to the majority of children, and where they can be introduced without cutting off pedes-trian access to the centre” (Llewelyn – Davies et al, 2000, p. 45)Thus the main strategy is to increase the intensity of activities and people within an area to create a sustainable neighbourhood, while establishing a pyramid of intensity supported by transport hubs.Besides, the existence of different intensities of activities allows the creation of a mixed income neighbourhood, achieving the mixing of house-holds.The categories in which the uses and activities have been classified are: mixed working areas; higher density housing and some working; pre-dominantly residential areas – high density; pre-dominantly residential areas – low density; com-munity facilities and industry.

INtERPREtAtIoNStRAtEGy

Recommendations for Detailed Design of Mixed-use Build-ings (Llewelyn – Davies et al, 2000a)

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To design a successful urban form, it is a key priority to connect the development to the rest of the town or city (Rogers et al, 1999). Therefore, the starting point is to study how the routes of the development will knit in with the existing infra-structure. The decision was to consolidate Govan Road as the major route of the development while introducing a new route that connects the area to the other side of the river Clyde. Besides, it is also important to get the connections right between transport interchanges and the rest of the town.The streets were designed as the result of thinking in the following aspects: the job that should be performed; potential users of the street and uses applied; uses preferred by the users; success in managing its function; how greater priority can be given to non-traffic rules and how the street can be re-engineer to play a different role (Rogers et al, 1999).From the most important/complicated point of the movement pattern the example of Dortmund has been studied as precedent. There is a 20 metre wide pedestrian crossing outside its main railway station. This crossing goes directly on one phase of lights, making people crossing from town centre to the railway station on the most convenient alignment.

INtERPREtAtIoNStRAtEGy

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Crossing the inner road in Dortmund (Tim Pharoah, Urban Task Force, 1999g)

Overlapping Movement Patterns. Diagram

Street types (Llewelyn – Davies et al, 2000c)

Route A - Main Road

Route B - Avenue or Boulevard

Route C - Street 1

Route D - Street 2

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The Masterplan provides a new block pattern. According to The Urban Design Compendium, a clear distinction between public fronts and private backs must be achieved. Buildings which front streets, squares and parks face the outside world and give life to it. Thus public fronts and private backs need to be different.Besides, the distance between the backs of proper-ties needs to be considered in terms of privacy.The best way to accommodate a diversity of build-ing types and uses is to line the edges of blocks with a perimeter of buildings. Therefore the built form employed is the most logical one: the pe-rimeter block. “A perimeter block of a depth of 10m for fine-grained mixed-use or housing and 20m for retail / commercial development provides a useful structuring device in master planning exercises and can be later refined to more accu-rately reflect preferred building types.” (Llewelyn – Davies et al, 2000, p. 64)The block widths chosen are about 80-90m, reducing to 60-80m in town/city centres. (Llewelyn – Davies et al, 2000)Additionally, in many urban situations, medium rise, high-density buildings (of about 3 – 4 storeys) in general provide an optimum form that maxim-ises density whilst minimising perceived intensity or overcrowding.

Other concepts as developed in The Urban De-sign Compendium (Llewelyn – Davies et al, 2000):- Building lines and set-backs: A common build-ing line creates continuity of frontage and provides definition and enclosure to the public realm. It can also help ensure new development is properly integrated into an existing street.- Create enclosure and definition: Building el-evations and the cross-sections of public spaces should therefore be scaled to foster a sense of Urbanism so that streets, squares and parks are defined by appropriately scaled buildings and/or trees fronting onto them.- Building height: Tall buildings have a positive role to play in signifying locations of civic com-mercial or visual importance, or focal points of urban activity such as town centres or transport junctions. For many urban situations, medium-rise buildings provide an optimum form.- Building width: 5 – 7 mThe resultant built form typologies are perimeter blocks adapted to different locations (inner land, facing the river walk), densities required and strategic positions. For instance, the one which will contain the new Govan Metro Station configures a landmark, and that is the reason of its form and height. “Landmarks such as distinctive buildings, particularly those of civic status, towers or statues help to provide reference points and emphasise the hierarchy of a place. These are best created at main centres of activity, where they are the focus of converging major streets.” (Llewelyn – Davies et al, 2000, p. 61)

Corner configurations (Llewelyn – Davies et al, 2000d)

Street section (Tim Pharoah, Urban Task Force, 1999h)

See Appendix for densities and parking calculation

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The aim is to create a network of public spaces which provides a web of connections offering people a range of choices. The new develop-ment should be designed as networks that link together residential areas to public open spaces and natural green corridors (Rogers et al, 1999). The objectives are to achieve urban integration, with the re-establishment of street as urban focus, the creation of ‘centre to edge’ networks of public space, being it thought in terms of wildlife require-ments.By providing a variety of open space types, the op-tions to get a complete network are improved.

The following types of open space could be found in the Masterplan (classification elaborated ac-cording Table 3.4 A typology of open spaces and Table 3.5 Types of parks) (Llewelyn – Davies et al, 2000, p. 55-56)

PUBLIC oPEN SPACE- Greenway: by demolishing the eventually obso-lete transport facilities, it is creating a Greenway which will connect the inner green belt located along the fast link to the river walk.- Waterway: along the sides of the River Clyde- Playing field: managed by schools- Square: facing the new Govan Metro Station- Parks:Local Parks - For pedestrian visitors. Approx. size: 2 hectares; distances from home: 0.4 kmSmall local parks and open spaces - Pedestrian visits, especially by old people and children, par-ticularly valuable in high-density areas. Approx. size: up to 2 hectares; distances from home: up to 0.4 km

PRIvAtE oPEN SPACES- Communal garden: A semi-private space not accessible to the general public, usually located within the interior of a perimeter block, providing a centrally managed green space for residents.- Private garden: A private space located within the plot of an adjacent building.

StRAtEGy PRECEDENtS INtERPREtAtIoN

Low-Maintenance Perennial Plantings - LUZ Landschaft-sarchiteckten (Margolis L., Robinson A., 2007a)

Potters Field Park (2010)

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Time period: 0 – 5 yearsDemolition of the residential area to the north (210 units)First phase of new residential development to the northCreation of connection through the riverReconfiguration of Govan Metro StationFirst phase of the consolidation of Govan Road

totAL NUMBER of NEw UNItS: 597

PHASE 2 MEDIUM tERM / MEDIUM PRIoRIty

Time period: 5 – 15 yearsSecond phase of new residential development to the northIntroduction of new route patternSecond phase of the consolidation of Govan RoadCreation of the north side of the linear parkCreation of the river walkCreation of the park to the east side

totAL NUMBER of NEw UNItS: 869

PHASE 3 LoNG tERM / Low PRIoRIty

Time period: 15 – 30 yearsNew arrangement of industrial facilitiesCreation of south side of linear parkRegeneration / Densification of south side of the area

totAL NUMBER of NEw UNItS: 867

According to Towards an Urban Renaissance, developers should be encouraged ‘to recycle previously developed land for housing and other essential uses wherever this represents the most sustainable option’ (Rogers et al, 1999, p. 232).As a precedent, the New Deal for Communities initiative combines: targeting the most precarious states while renewing the physical fabric and envi-ronment, among other issues (Rogers et al, 1999)

“Overall urban form aspirations are not always possible immediately. However, thoughtful po-sitioning of buildings will enable early develop-ments to set the context for the future and provide the framework to enable further intensification as the project builds out. … Although there may be insufficient buildings to generate a perimeter block immediately if considered from the outset this ap-proach can enable the level of development to in-crease as the project matures.” (Llewellyn – Davies et al, 2000, p. 49)

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According to the Urban Design Compendium, it is desirable to enable a range of developers to par-ticipate by subdividing development parcels and apportion them to different ones. That provokes a richer mix of building types, tenures and uses.Besides, by subdividing the parcel into plots a diversity of forms are encouraged, as well as a mix of tenures and uses, allowing a different range of buildings to emerge. In addition, that gener-ates a more active frontage, while encouraging a ‘human scale’ and fine pedestrian grain and allows higher densities to be developed (Llewellyn – Davies et al, 2000)

Standards regarded (as seen in The Urban Design Compendium):Small, regularly shaped and narrow sub-divisions of 5m x 20m for a range of buildingsLarger plots for commercial, industrial or civic buildings: sub-divisions of 15-20m wide and 30-40m deep

Division and subdivision of the blocks into parcels and plots

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The area plans should be prepared in partner-ship with the local community, business and other public bodies, landowners and developers (Rogers et al, 1999).

Development & Regeneration Service:Council’s main in-house agent for securing devel-opment and regeneration. It is responsible for:- Planning services - Housing investment and development- Transport and environmental policy- Project management and design

Housing InvestmentDevelopment Funding Programme in Glasgow It was transferred from the Scottish Government to the City Council in 2003It represents a key resource for delivering Local Housing Strategy Investment Priorities

Transformational Regeneration Areas (TRAs) - East Govan/IbroxIt is a partnership between Glasgow City Council, Glasgow Housing Association and the Scottish Government

Vacant and Derelict Land: It is a responsibility of Scottish Government, Scot-tish Enterprise Glasgow and Communities Scot-land, as well as the private sectorIt will be addressed through other regeneration programmes and by working in partnership with the private sector, in particular assisting the con-tinuation of delivery of development in the City during the economic downturn

The River ClydeClyde Waterfront - Central Govan action planLead Partner: Central Govan Action Plan Steering GroupOther Partners: Glasgow City Council; Glasgow South West Regeneration Agency; Greater Glas-gow and Clyde NHS Trust; Govan Housing Asso-ciation; Elderpark Housing Association; Clydeview Local Housing Partnership; Govan Workspace; Strathclyde Partnership Transport; elected members and community representatives

Development and Regeneration Services – Glas-gow City CouncilIt is in charge of the lighting issues

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One of the objectives of the Masterplan was the consolidation of Govan Road. Besides, the Urban Design Theory imposed the creation of mixed-uses in a pyramid of intensities, supported by trans-portation hubs. For these reasons, a block which fulfils both situations has been chosen to prove the feasibility.The block number two combines offices, retail in ground floor, as well as residential uses over a partially underground car park, naturally venti-lated.

This block has benefited over 1.5M pounds. This is due to:Low prices of land in GovanOffice and shop use

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£SHORT TERM FINANCE 912,553 £

INVESTORS PROFIT (15%) 1,533,537 £

PROJECT VALUES 13,322,844 £

See Appendix for full budget calculation

SHORTFALL 1,565,725 £

1. OFFICES 5,108 sq.m

2. SHOPS 1,943 sq.m

3. UNDERGROUND CAR PARK 3,790 sq.m

4. APARTMENTS 5,995 sq.m

1.

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TOTAL PROJECT COSTS + PROFIT 11,757,119 £

30%

12%

22%

36%

1. OFFICES

2. SHOPS

3. UNDERGROUND CARPARK

4. APARTMENTS

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The area detailed has been chosen due to its potential to show the relationships among the greenway, the built form proposed and the river walk.The idea was to build a green finger which connects with the walk along the river. That will fulfil require-ments both proposed as objectives of the group evaluation and the guidance theory.The planting remains local, as well as the materials employed, which have been taken from the preced-ing in Rottenrow Gardens, also in Glasgow.In addition, the private open space and its relationship to the public have been studied. A system based on a worker in Washington provides an on-site sewage treatment system, achieving environmentally sustainable buildings.The river walk is an interpretation of Potters Field Park, in London.

Location of the Detailed Development within the Masterplan AreaView of the River Walk

View of the Park

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Detailed Plan

Precedent lighting 1: Java Lamp(prestoweb.presto.es)

Precedent lighting 2: Pey-Berland Square, Bordeaux (www.fmangado.com)

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Section A: the change of level due to the existence of a partially underground parking naturally venti-lated enable privacy to the private open space but its connection to the river walk. The inner terraces are regarded in terms of water management.

Section B: the upper storeys are open to the park whereas the first floor is open to the private open space.However, the inner street is thought in terms of enclosure and orientation.

Precedent: On-Site Sewage Treatment System. Andropogon Associates + Kieran Timberlake Associates + Natural Systems International (Margolis L., Robinson A., 2007b)

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Precedent: Rottenrow Garden, Gross.Max (http://www.gross-max.com/projects.asp?n=Gardens&x=5&offset=3)

3. Sand stone

Field maple (acer camp-estre)

Beech (fagus-sylvatica)

Bird cherry (prunus padus) Scots pine (pinus syl-vestris)

2. White granite1. Grey granite1.

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4. Concrete

The species chosen for planting belong to the guide Scotland’s Native Trees and Scrubs (Scottish Government, 2012). The aim was to create a for-est which base is compounded by Scots pines, with the introduction of other species, such as maples, beeches and bird cherries. That creates variation in term of sizes and colour.Along the streets there are lines of field maples.

Networked Sidewalk Stormwater System. Portland Bureau of Environmental Services (Margolis L., Robinson A., 2007c)

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The development of an Urban Design Project for Greater Govan in Glasgow enables the elaboration of conclusions at mainly three levels:Conclusions about the processConclusions about the theoryConclusions about the site

CoNCLUSIoNS ABoUt thE PRoCESSThe project has been elaborated according to the following process.Firstly, an evaluation of the site has been done as a group work. Secondly, a wide selection of Urban Design Theories was considered, finally focusing on one which cre-ates a theoretical foundation for the Urban Design Framework.Next, an interpretation of the framework was made, creating a masterplan as one of the possible so-lutions allowed by the framework. This masterplan is always justified by the theory chosen or context regarded.Finally, an area of one part of the masterplan is developed in detail to show its physical resolution, as well as its relationship with the landscape and the building form at a close scale.

Theoretical ApproachRegarding the theories considered, it can be stated that the two theories chosen to be studied in depth were rather similar, provoking distrust in the development direction. It may be said that the essay would have been better to compare theories of extreme opposites. However, the former decision was made due to the fact that the similar ones were better served to fulfil the objectives result of the site evaluation.

ScalesThe project worked at three main scales (framework, masterplan and detailed development) which pro-voked an iterative process. In other words, some of the solutions adopted in a determined scale were not right for other. Consequently the framework, masterplan and detailed area have been modified due to other scale issues.

CoNCLUSIoNS ABoUt thE thEoRyThe theory which guided the whole process, from the Urban Design Framework to the detailed area was Towards an Urban Renaissance. This was a report written by the United Kingdom’s Urban Task Force headed by (Lord) Richard Rogers and published on 29 June 1999. It identified causes of urban decline and establish a vision for cities, founded on the principles of design excellence, social wellbeing and environmental responsibility within appropriate delivery, fiscal and legal frameworks. This theory works well at design framework level, as it was conceived to help creating frameworks. Nonetheless, it needs assistance in working at masterplan level and detailed development, although establishes some kind of guidance. To be able to complete both Masterplan and Detailed Development other guidance was searched, using the Urban Design Compendium (Llewelyn – Davies et al, 2000) and precedent cases.This theory is concerned about implementation process, configuring a powerful tool.The product (Masterplan) created fulfils the requirements established as objectives in the evaluation of the site to a certain level. For instance, the vacant land issue is partly solved, as it is proposed for even-tual residential land. Nonetheless, the product achieved will never work in the site elected, as do not represent one of the renaissance cities which the theory was formulated for.To conclude, somehow the theory can be seen simply and straight forward but that enables a direct ap-plication.

CoNCLUSIoNS ABoUt thE SItEThe site chosen, Greater Glasgow, has a potential for development due to its location within the city. However, to elect Glasgow may be considered a potential risk as it is a shrinking city and has question-able socioeconomic perspectives. The product proposed (high density, mixed-uses and high quality residential) do not fit within the site, as the population that can purchase this kind of product does not want to live in a place like Greater Govan. Thus there is a disconnection of product/target costumers, which could be solved by changing the site.

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UNITS FOOTPRINT BLOCK AREA FOOTPRINT FLOOR AREA FLOOR AREA/UNIT AREABLOCK 1 56 1787 4340 41.2% 5586 100BLOCK 2 130 3502 5580 62.8% 13046 100 BLOCK 3 58 1852 4543 40.8% 5809 100BLOCK 4 81 2154 5647 38.1% 8083 100BLOCK 5 75 2334 5360 43.5% 7476 100BLOCK 6 246 6410 9930 64.6% 24574 100BLOCK 7 116 2913 5100 57.1% 11635 100BLOCK 8 73 1831 2825 64.8% 7324 100BLOCK 9 90 2730 4855 56.2% 9000 100BLOCK 10 125 2890 3600 80.3% 12460 100 BLOCK 11 148 3690 6010 61.4% 14760 100BLOCK 12 33 1100 4720 23.3% 3300 100BLOCK 13 66 2200 10574 20.8% 6600 100BLOCK 14 180 4500 9469 47.5% 18000 100BLOCK 15 127 4733 8877 53.3% 12681 100BLOCK 16 143 6565 15540 42.2% 14295 100BLOCK 17 59 2960 5990 49.4% 5920 100BLOCK 18 122 6110 14035 43.5% 12220 100BLOCK 19 199 9950 9950 100.0% 19900 100BLOCK 20 128 6380 11700 54.5% 12760 100BLOCK 21 79 3960 7300 54.2% 7920 100

PARKING AREA UNITSBLOCK 1 2530 101BLOCK 2 3790 152BLOCK 3 2627 105BLOCK 4 3844 154BLOCK 5 3318 133BLOCK 6 5782 231BLOCK 7 4059 162BLOCK 8 2437 97BLOCK 9 3338 134BLOCK 10 0 0BLOCK 11 0 0BLOCK 12 2026 81BLOCK 13 4635 185BLOCK 14 0 0BLOCK 15 4794 192BLOCK 16 3637 145BLOCK 17 4135 165BLOCK 18 6214 249BLOCK 19 0 0BLOCK 20 5320 177BLOCK 21 5287 176

STREET PARKING UNITS A 28 B 29 C 28 D - E 34 F 27 G 24 H 19 I 60 J 54 K - L - M - N - O 39

DENSITY AREA (HA) UNITS/HA PEOPLE/HA FOOTPRINT FLOOR AREA / AREATOTAL 34.5 67.6 34 52.4% 6764AREA 1 7.2 89.7 161 48.5% 8969AREA 2 3.5 82.2 148 66.0% 10349AREA 3 4.7 65.4 118 46.0% 6541AREA 4 7.2 70.2 126 41.9% 7018AREA 5 6.5 62.4 112 69.6% 6243AREA 6 5.4 33.6 60 46.5% 3359

Density matrix - Average densities are based on case stud-ies analysed as part of the Sustainable Residential Quality: Exploring the housing potential of large sites research (LPAC, DETR, GOL, LT and HC, 2000) Llewelyn – Davies et al, (2000e)

Block designation Area designation

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SHORT TERM FINANCE = the average credit (c) x construction period (2 years) x interest (9%) AVERAGE CREDIT = (initial borrowing + final borrowing) ÷ 2 = (site acquisition + fees/3 + site acquisition + construction costs + fees) ÷ 2 COST OF THE SITE (£) 502,200 CONTRUCTION COSTS (£) 7,830,070 FEES (12.5% CC) 978,759 AVERAGE CREDIT 5,069,741 sa + cc/2 + 2f/3

SHORT TERM FINANCE AVERAGE CREDIT (£) 5,069,741 CONSTRUCTION PERIOD (years) 2 INTEREST (%) 0,09

SHORT TERM FINANCE 912,553

PROJECT COSTS 10,223,582

COST OF THE SITE (£) 502,200 CONTRUCTION COSTS (£) 7,830,070 FEES (12.5% CC) 978,759 SHORT TERM FINANCE (£) 912,553 INVESTORS PROFIT (15%) 1,533,537

TOTAL PROJECT COSTS + PROFIT 11,757,119

PROJECT VALUES 13,322,844 VALUE (£) net floor area (sq.m) price/area (£/sq.m)UNITS TO BE SOLD residential 3,644,960 4,796 760 VALUE (£) rental income per year 100/ percentage yieldUNITS TO BE LET offices 6,374,784 637,478 10 shop 3,303,100 264,248 12.5

SHORTFALL 1,565,725Total project value – total project costs = shortfall TOTAL PROJECT COSTS + PROFIT 11,757,119PROJECT VALUES 13,322,844

CONTRUCTION COSTS (£) AREA (sq.m) PRICE (£/sq.m) Undeground car park 1,364,400 3,790 360 Office for letting 1,838,880 5,108 360 Shop 1,029.790 1,943 530 Apartment 3,597.000 5,995 600 AREA (HA) PRICE (£/HA) COST OF THE SITE (£) 502,200 0,558 900,000

CONTRUCTION COSTS (£) 7,830.070 FEES (12.5% CC) 978,759 7,830,070 12,50%

PROJECT VALUES (£) 13,322,844 VALUE (£) net floor area (sq.m) price/area (£/sq.m) UNITS TO BE SOLD residential 3,644,960 4,796 760 VALUE (£) rental income per year 100/ percentage yield UNITS TO BE LET offices 6,374,784 637,478 10 shop 3,303,100 264,248 12.5 net lettable area yield (%) (0.8 gross floor area) gross floor area rent/area (£/sq.m)offices 10 4,086 5,108 156shop 8 1,554 1,943 170

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REfERENCE LISt

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st

Biddulph, M., (2007) Introduction to Residential Layout. Elsevier. Oxford.

Frey, H., (1999) Designing the City: Towards a more sustain-able urban form. E&FN Spon/Routledge, London.

Garreau, J.,(1992) Edge City: Life on the New Frontier. Edi-tion. Anchor.

Glasgow Property Solicitors (2012) Burleigh Street Go-van [ONLINE] Available at: http://www.gspc.co.uk/property/?sale_or_rent=for_sale&location=Govan [ac-cessed 04 May 2012]

Jacobs, J. (1992) The Death and Life of Great American Cit-ies. Edition. Vintage.

Llewelyn-Davies and Alan Baxter & Associates, (2000) The Urban Design Compendium. Housing Corporation/English Partnerships, London.

Margolis L., Robinson A. (2007) Living Systems. 1 Edition. Birkhäuser Architecture.

Maas, W., (2002) Five Minutes City. Architecture and (Im)mobility Forum & Workshop Rotterdam. Edition. Ram Distri-bution.

Sieverts, T. (2003) Cities Without Cities: An Interpretation of the Zwischenstadt. English Language Ed Edition. Routledge.

Scottish Government - Scotland’s Native Trees and Shrubs [ONLINE] Available at: http://www.scotland.gov.uk/Publica-tions/2002/06/14891/5585 [Accessed 5 May 2012]

NovaLoca (2012) Commercial [ONLINE] Available at: http://www.novaloca.com/commercial-property/strathclyde_Govan [accessed 04 May 2012]

Royal Bank of Scotland (2012) Loands [ONLINE] Available at: http://www.rbs.co.uk/personal/loans.ashx [accessed 04 May 2012]

Urban Task Force, (1999) Towards an Urban Renaissance: The Report of the Urban Task Force. DETR, London.

Beech [ONLINE IMAGE] Available at: fichas.infojardin.com [Accessed 6 May 2012]

Bird Cherry [ONLINE IMAGE] Available at: pictokon.net [Accessed 6 May 2012]

Field Maple [ONLINE IMAGE] Available at: vetrina.vivai-torino.it [Accessed 6 May 2012]

Llewelyn – Davies et al, (2000a) Recommendations for De-tailed Design of Mixed-use Buildings, Housing Corporation/English Partnerships, London, p. 97, table

Llewelyn – Davies et al, (2000b) Mixing uses, Housing Cor-poration/English Partnerships, London, p. 97, illus.

Llewelyn – Davies et al, (2000c) Street types, Housing Cor-poration/English Partnerships, London, p. 75, table

Llewelyn – Davies et al, (2000d) Corner Configurations, Housing Corporation/English Partnerships, London, p. 75, table

Llewelyn – Davies et al, (2000e) Density matrix - Average densities are based on case studies analysed as part of the Sustainable Residential Quality: Exploring the housing potential of large sites research (LPAC, DETR, GOL, LT and HC, 2000) , Housing Corporation/English Partnerships, London, p. 48, table

Java Lamp [ONLINE IMAGE] Available at: prestoweb.presto.es [Accessed 6 May 2012]

Materials [ONLINE IMAGE] Available at: http://www.cgtex-tures.com/ [Accessed 6 May 2012]

Pey-Berland Square, Bordeaux [ONLINE IMAGE] Available at: www.fmangado.com [Accessed 6 May 2012]

Margolis L., Robinson A. (2007a) Low-Maintenance Peren-nial Plantings - LUZ Landschaftsarchiteckten. Birkhäuser Architecture, p.93, illus.

Margolis L., Robinson A. (2007b) On-Site Sewage Treat-ment System. Andropogon Associates + Kieran Timberlake Associates + Natural Systems. Birkhäuser Architecture, p.112-113, illus.

Margolis L., Robinson A. (2007c) Networked Sidewalk Stormwater System. Portland Bureau of Environmental Ser-vices Birkhäuser Architecture, p.70-71, illus.

Potters Field Park [ONLINE IMAGE] Available at: http://www.pottersfields.co.uk/ [Accessed 6 May 2012]

Rottenrow Garden, Gross.Max [ONLINE IMAGE] Available at: http://www.grossmax.com/projects.asp?n=Gardens&x=5&offset=3 [Accessed 5 May 2012]

Scots Pine [ONLINE IMAGE] Available at: www.luontoportti.com/suomi/sv/puut/tall [Accessed 6 May 2012]

Urban Task Force, (1999a) The urban structure of compact and dispersed cities. DETR, London, illus.

Urban Task Force, (1999b) Networks of public open space - Andrew Wright Associates DETR, London, illus.

Urban Task Force, (1999c) Components of mixed-use and integrated urban neighbourhoods - Andrew Wright Associ-ates. DETR, London, illus.

Urban Task Force, (1999d) Models of urban capacity - An-drew Wright Associates DETR, London, illus.

Urban Task Force, (1999e) Linkage of urban neighbour-hoods and communities - Andrew Wright Associates DETR, London, illus.

Urban Task Force, (1999f) Integrated transport system - An-drew Wright Associates DETR, London, illus.

Urban Task Force, (1999g) Crossing the inner road in Dort-mund DETR, London, illus.

Urban Task Force, (1999h) Street Section DETR, London, illus.

IMAGES AND ChARtS