Pilot Thesis- 'Re-Inventing Urban Leisure'- Alex Barnett

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Re-inventing Urban Leisure Through an exploration of ‘Edges’ and ‘Access’, how can the significance of the Slough Arm Canal be increased to its surrounding context?

Alex Barnett Wolfson College 23rd April 2013 Essay 4: Pilot Essay Total words: 9800 An essay submitted in partial fulfilment of the requirements for the MPhil examination in Environmental Design in Architecture (Option B) 2012-2014.

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Figure References Figure List

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Figure 1: Tufnell Park, London [Photograph] Author : Duncan Dargie (2009) < http:// www.flickr.com/photos/36157252@N06/3987458133/ > [Accessed 03 January 2013]

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Figure 2 Grand Union Canal [Photograph] Author : English Heritage, (1960) < http://www.flickr.com/photos/englishheritage/5552291409/in/photostream/> [Accessed 03 January 2013]

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Figure 3: Camden Canal [Photograph] Author: Osymyso, (2008) < http://www.flickr.com/ photos/thenotquitefool/2303590809/in/photostream/ > [Accessed 03 January 2013] Figure 4: London [Map Data] Author: GIGL (2012) <www.gigl.org.uk/partnerdownloads/ GiGL_OpenSpace_24.10.2012.zip> [Accessed 30 November 2012]

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Figure 5: Slough Trading Estate [Photograph] Author: Trevor Lowe, (2005) < http://www. flickr.com/photos/72659237@N00/7514291/> [Accessed 03 January 2012]

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Figure 6: Brickfields [Photograph] Author: Hunter, J., & Thompson, I. (1991) Slough- A Pictoral History. England. Phillimore & Co LTD.

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Figure 7: Brickfields [Photograph] Author: Slough Museum. (2003) The Changing Face of Slough. England. Breedon Books Publishing Co Ltd.

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Figure 8: Stoke Wharf [ Photograph] Author: The Final ‘Cut’; The History of the Slough Arm of the Grand Union Canal (2002) Retrieved from website: http://www. richardhill.co.uk/the_final_cut.pdf [Accessed 30 November 2012]

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Figure 9: Brickfields [Photograph] Author: Slough Museum. (2003) The Changing Face of Slough. England. Breedon Books Publishing Co Ltd.

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Figures 10-16: Slough Arm Canal [Drawing] Author: Grand Canal Study Group., & Inland Waterways Solution. (1969) Sloughs Canal, The Future. England.

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Fig 17: Slough Arm canal [Photograph] Author: Slough Canal Society. (1982) Slough Canal Centenary Festival Official Brochure England.

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Fig 18: Salt Hill Park Slough [Photograph} Author: Matty Stabler (n.d) < http://www. panoramio.com/photo/61756872> [Accessed 10th April 2013]

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Note: All photographs are my own apart from the data above

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Abstract

London is growing at an unprecedented rate. Urban parks are surrounded by a network of developing transport and building infrastructure, resulting in difficult, often dangerous journeys to these leisure spaces. This is evident; public leisure spaces receive significantly less funding and management than road networks or sewerage systems. As a result of a lack of investment, good managers and services for green public space are in seriously short supply; resulting in a huge amount of green space being under utilised.

Many of the elements of green infrastructure are already in place, but like roads, its potential lies in being networked.

The old waterways form a huge ‘ribbon network’ in and around London, in which many people misunderstand their historical purpose and huge potential. As major transport links of their time, these water elements formed an important framework in London. The densification of London has transformed a number of these waterways simply into roads; their history suddenly eradicated. Regeneration is being seen across a number of canals, although deprivation appears in equal measure along their banks.

Waterways count as ‘public space’, as they are accessible to all; however the actual area used for leisure on a canal is minimal. Other than the minor percentage of boats and a pedestrian towpath, the area of potential leisure space is yet to be exploited.

Slough Arm canal joins this part of the ‘ribbon network’, via the Grand union canal that winds its way from central London to Birmingham. This Pilot Essay looks to explore the Arm through its ‘Edges and Access’ and aims to challenge how the significance of the waterway can be increased within its surrounding context.

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Contents

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Introduction - Green Space

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- Canals: An Introduction

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- Sloughâ&#x20AC;&#x2122;s Green Space

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- The Slough Arm

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- The Slough Arm through time

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Design Strategy - The Proposal

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- The Concept

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- The Urban Strategy

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Analysis and Proposals - The Urban Wetland

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- Existing Canal Edge Analysis

- Canal Edge Design Response

- Wetland Edges

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- Existing Canal Access Analysis

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- Canal Access Design Response

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- Conclusion

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Chapter 1: 8

An Introduction

Fig. 1 Tufnell Park, London

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Green Public Space

The value of public green space is priceless. According to CABE (the commisson for architecture and Built Environment), 33 million people visit urban green spaces and accumulate over 2.5 billion trips each year.

However, it is evident that many urban green spaces are not appreciated and commonly neglected. In a recent ‘wastes space’ campaign, it was revealed that as a nation, we significantly undervalue these facilities. We continually take them for granted, without realising that we are even using them; they become part of the daily routine. This un-appreciation has lead to a decreased priority towards green public space in today’s government agenda, resulting in a lower quality of these areas. Badly managed green spaces can turn into negative, hostile places that the general public avoid.

It is no surprise that they exist in the more deprived areas of the country, producing zones of increased crime and anti-social behavior.

In the modern era, our ever-expanding cities have lead to increased grey infrastructure; a network of concrete roads and buildings that consume a large proportion of the government’s budget. Green Infrastructure therefore receives far less funding and the lack of investment is a further detriment to public green space.

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Green Spaces

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The number of people that possess the skill sets for maintenance of park facilities is in a serious shortage. CABE highlighted in a 2008 survey, that ‘68% of authorities said a lack of skills in horticulture was affecting overall service delivery’.

In recent years, many various studies have been undertaken in the link between green space and these issues, all concluding with a predictable outcome; The benefits of public green space are abundant and can significantly alleviate these problems.

It is evident that a higher standard of quality outdoor space is proven to attract more users, however,

‘the main importance of green infrastructure is its accessibility.

Like grey infrastructure, its real value lies if it is networked’ CABE Central London

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Fig. 2 The Grand Union Canal linked Birmingham to London- 1960

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Canals: An Introduction Canals are physically complex structures (Gladwin, 1973, p.14) which are flat, linear, water-filled ditches, carved through the landscape. Engineers prepared detailed drawings of elements that coped with natural obstacles (such as bridges or aqueducts) for highly skilled labourers who also dug, leveled and waterproofed the waterways with basic tools. Brick, stone, wood, iron and water fitted together to form these artificial water routes (Crowe, 1994, p.25).

The inland water navigation era around Britain began with the construction on the Duke of Bridgewaterâ&#x20AC;&#x2122;s canal in 1776, and was the catalyst for a century of future waterway construction (Hadfield, 1995, p.15).Vehicles did not exist to transport the heavy goods that various industries were producing (history learning site, n.d.) and using a wagon or packhorse was extremely expensive (Hadfield, 1955, p.20). This water network provided a valuable resource in transporting goods of a substantial nature, to far away destinations, economically.

The Grand Junction Canal was built at the end of the 18th Century to provide a faster commercial route form Birmingham to London (Pratt, 1978, p.5). It cut sixty miles off the previous journey, where boats travelled along the Oxford canal to the Thames and offloaded goods onto barges that completed the 100-mile course (Pratt, 1978, p.6). The demand for building materials in the capital resulted in the construction of canal branches to areas of industrial importance (Pratt, 1978, p.6).

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Although built in the past for commercial uses, the role of the waterways today is mostly a recreational one, where leisure boating is a popular use.

The towpath for other users, however, is in a constant state of conflict.

Where once horses pulled the barges and workmen loaded goods, the towpaths now provide narrow routes along these stretches of water for cyclists and walkers.

The canals themselves lie in varying conditions around Greater London.

Some stretches of the canals within â&#x20AC;&#x2DC;The blue ribbon networkâ&#x20AC;&#x2122; has been developed to increase the value of their surroundings. However, in other areas, signs of neglect and abandonment are also very common along their banks. The canals are significant infrastructural elements that are massively underused as public space and their original purpose of the past has almost been forgotten.

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Camden Canal, London

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The Blue Ribbon Network

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The Grand Union Canal

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The Regents Canal

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Lee Navigation Canal

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The Grand Union Canal, Regents Canal and River Lee Navigation (together with a collection of streams, brooks and the river Thames), form â&#x20AC;&#x2DC;The Blue Ribbon Networkâ&#x20AC;&#x2122; around London. This resource has been identified as one, which requires investment from the government, and the mayor has recently implemented a number of strategies to improve different areas.

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Fig.4 The Concept - Linking Leisure Can the canals become the core framework behind the networking of Londonâ&#x20AC;&#x2122;s green spaces?

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All types of public open space

This map shows every type of public open space 1km each side of the canals. The overall proposal aims to re-iginte this old piece of commercial infrastructure into a network of linked leisure spaces with the canals as the core element

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Fig. 5 The Slough Trading Estate 2005

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Setting the PrecedentLinking Slough’s Green Space

The trading estate is the largest business park in Europe and requires a significant amount of ‘grey infrastructure’ (roads, railway etc) for it to function adequately. While this is beneficial for the employees of the estate, Slough itself portrays the perception of a concrete jungle, without any green areas. In 2006, a charity called the ‘Campaign to protect Rural England’ found that Slough was the least tranquil place in England.

Due to its built up nature, dated architecture and lack of green space, the combination of visual and noise pollution cemented this decision.

While these perceptions are mostly true, Slough offers a number of public green areas- albeit the dense grey infrastructure that separates them.

Although there are over 25 parks and playing fields available for the public to use, the roads and a lack of any coherent connection, make accessibility to green areas difficult. For example, Upton Lea Recreation Ground and Rochfords Gardens open space is separated by a number of residential roads. Without any knowledge of the local area, it would be almost impossible to understand where the nearest dedicated public green space is located.

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Slough and its waterway

Slough is an industrial town and has been since at least 1442, when 2,500,000 bricks made in the town were ordered by Henry VI to build Eton College (slough history online, n.d). In 1707, the Nash family brickmaking firm moved to Upton Court, and bought some area of land north of what is now the Great Western Railway. In 1845, the Slough and Langley Brickfields were formed and by the 1880’s, a company named H & J Nash Ltd became the main source of material (Frazer, 1973, p105). This provided the second largest trade for Slough, behind agriculture and the opening of the railway in 1838 helped transport bricks to the capital. The transportation of bricks, however, was limited by rail. A new piece of infrastructure was proposed to allow this industry to grow: The Slough Arm Canal (Hunter, 1983, p.66).

It was proposed in 1878 as part of the Grand Junction Canal, and being only 112 years old, it is Britain’s most ‘modern’ canal (Holmes, 1996, p. 25). Its significance to Slough’s economy was going to be vital in the upcoming half century.

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Nolli Plan - Scale 1:7500 @ A4

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The canal is a hidden element in the built up environment of the town and many local people do not even know that this resource exists. My analysis focused on the last 3km of the canal where a broad range of diversity occurs along its length. Using qualitative research methods, this research document explores this stretch of the canal, primarily through its edges and access to find out the waterwayâ&#x20AC;&#x2122;s characteristics.

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Early Canal

“Referring to the conversation I had with you respecting constructing a canal from Bulls Bridge into the Slough District with the view of opening up new brickfields for supply of the London Market. I have no doubt such a scheme could be cheaply constructed and would offer a large source of revenue to the Company…”

Hubert Thomas, 1878 (Faulkner, 1972, p. 199) Thomas, a canal engineer, was authorized to undertake a feasibility study of building the branch and company applied for parliamentary powers to grant construction later that year (Faulkner, 1972, p. 199). The Great Western Railway Company were concerned about how close the canal would run to their tracks and the Duke of Northumberland was anxious over the effect the branch would have on River Colne water supplies. Despite this, the proposal was passed by the House of Lords and received Royal Assent by July 1879 (Faulkner, 1972, p.200).

The Grand Junction Canal gave the Regents Company rights to compensation should leakage occur, as their canal was contiguous with the Slough Arm. This provoked a long dispute with the Regent’s Company, who believed that the canal bed was “defectively constructed” (GeraldMassey, 2012). Whether the canal leaked or not, construction finished in April 1882, well over budget. The estimated cost of £70,000 was considerably exceeded, due to the large demands from the landowners and the legal expenses that occurred from the various opponents (GeraldMassey, 2012).

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Regardless of the complications, the Branch was quickly carrying a heavy trade, providing a large opportunity for more employment within Slough and Langley (Gerald-Massey, 2012). This allowed H & J Nash Ltd to expand into land north of the railway, where the company was able to produce over 14 million bricks in the early 20th Century (Frazer, 1973, p105). Nash went on to supply bricks for the South African war memorial at Eton College, restoring the tradition of supplying the institute with building material after 500 years (Frazer, 1973, p105). Many competitors now became established, particularly in the Iver and Langley areas that, together, provided the bricks for significant amounts of Victorian London (Hunter, Thompson, 1991).

As the Century progressed, the canal easily accommodated the increased demand for developments within Slough and London, resulting in the industry to become the townâ&#x20AC;&#x2122;s largest trade in the 20th Century (Hunter, 1983, p.66). Bricks produced were used to build houses and offices for employees of the manufacturers, just south of the Railway (Slough Museum, 2003, p. 108). Schools in the area were also built using this local resource; the Langley Marish School commemorated the industry by bearing two brick axes in their crest (Slough Museum, 2003, p. 108).

It is clear to see that the Canal had a major influence during the brickmaking era, not just in Slough. Local areas such as Iver and Langley also benefitted through employment, housing and schools, whilst many areas in the capital received their building materials from the Canal brickfields.

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Fig.6 The Slough and Langley Brickmen during work

Fig. 7 The huge pile of bricks are left to dry out in the sun

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Fig. 8 A barge being unloaded at Stoke Wharf on the canaldate unknown

Fig. 9 The bricks lie well below the canal level in their excavated origin of land - 1920â&#x20AC;&#x2122;s

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A Significant Landscape Change

The canal’s effect of increasing local employment altered the geography of the land. Dramatic growth of the town, on account of this employment boom, saw Slough encroach on the parish of Stoke Poges and completely suppress the area of Upton-Cum-Chalvey, eradicating it from the map.

In addition to the brick works, the canal was able to exploit another trade, gravel extraction making considerable use of the Arm in the 1920’s (Faulkner,1972, p.201). After the war, several establishments moved swiftly onto this new industry. Gravel was extracted by ‘Costains’ to the south of the canal around Richings Park and ‘Hall Aggregates’ worked out the land North of Iver station ( Richings Park, n.d.). New Wharves at Station Road and the basin provided a significant trade into London; further increasing the influx of employment to the borough. This industry soon became the largest, particularly in the 20’s and 30’s, when the supply of brick earth started to become exhausted (Faulkner, 1972, p.201). At its peak, the canal transported 192,200 tons of building materials to London, returning a considerable yield of nearly £8000 (Faulkner,1972,p.201).

Unfortunately, by the 1940’s, the lands had become over-worked and like most canals in England, the Arm started to enter an impending decline (Hill, 2002). The canal’s gravel pits had left their scars in their landscape and were used as landfill sites. This, along with a small timber trade, brought some limited commercial traffic to Slough, for the next few decades (Gerald Massey, 2012). March 1960 was to be the last month for commercial use of the Slough Arm Canal ( Hill,2002).

Although now commercially unused, the canal had left its mark on the landscape as an artificial piece of infrastructure. Tramlines that transported goods to the canal wharves were abandoned (Hill, 2002). Heavy cutting into the landscape for embankments onto the canal, and huge holes left behind from gravel extraction had to be dealt with for future development (Faulkner,1972, p200). Furthermore, subsequent housing would sit several feet lower than the surrounding roads, due to the early century brick-earth excavation (Hunter, 1983, p.67). It is evident that the role of the Slough Arm canal was considerable (in its commercial era), as a part of Slough’s successful industry, but also as a physical, complex structure in Slough.

Nevertheless, the Arm’s future looked uncertain when the waterways association was considering its status as a navigable waterway.

Today, the drop next to the canal where bricks were excavated is dramatic

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A Journey to ‘Cruiser Status’ In 1967, the government published a paper called ‘Recreation and the Waterways’, listing all the cruising waterways including the entire Grand Union Canal, with the exception of the Slough Arm (Slough Canal Study Group, 1969, p1). The National Transport Act that passed in 1968, conformed to the decision of segregating the Slough Arm as a cruiser waterway. The canal fell into a state of limbo and was classified as a ‘Remainder Waterway’ (Slough Canal Study Group, 1969, p1).

The National Waterways board was no longer bound to maintain the Slough Arm as part of the waterway network. It was now a new issue for the local council, who were responsible for the canal’s public health and safety aspects, under tight financial constraints (Slough Canal Study Group, 1969, p.2). The significance of the Slough Arm Canal to its surrounding area had shrunk at an alarming rate in a matter of years. No boats used the canal at this time and the general condition of the waterway deteriorated quickly.

This provocation formed the ‘Slough Canal Study Group’ in 1968, which promoted the preservation and restoration of the Grand Union Canal. The group involved Architects, Landscape Architects, town planners and civil engineers that collaborated together with the waterways association, to study the future development of the Arm (Slough Canal Study Group, 1969, p.2).

Later that year, an advisory council for waterways amenity was set up under the Transport Act, to inform the British Waterways Board on worthy proposals for canal development. Due to an increasing amount of members within the Sough Canal Study Group and a justified proposal, the future of the waterway was to be considered by Sir Frank Price, the chairman of the of the British Waterways Board (Slough Canal Study Group, 1969, p.2). The proposal actively encouraged the Slough Arm to become part of the cruising network and an amenity resource for its neighbouring areas.

However, it would be years until a conclusion was decided. The canal’s significance continued to be of low importance, and it was evident with the ever-deteriorating condition.

The group produced a report on two alternatives for the Arm’s future if no positive actions were implemented. The first scenario identified the clear neglect seen along its banks as a result of continued minimal maintenance; “The results of leaving the canal largely to look after itself can already be seen in places. The towpath becomes overgrown, rubbish is dumped in the canal, weed growth increases. At length the canal becomes impassable to walkers and boats, and the fishing deteriorates. Eventually it may become an unwanted eyesore” (Slough Canal Study Group, 1969, p.4)

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The minister approved a scheme of drastic infrastructural development, where a large proportion of the Arm would be eradicated and transformed into a new ring road in Slough (Slough Arm Canal, 1969, p.4). The road was intended to link the expanding trading estate to London Road and was seen by many councilors as a better solution for the canal’s fate (Hill, 2002, p.2). The council’s opinion highlighted how the Arm had lost its significance within the town. Its poor state, due to lack of maintenance from little investment, created a negative correlation between the amount of users. This further strengthened the opinion of dis-value towards the Arm and its future recreational use was heading towards the same conclusion as its commercial past; failure.

The Slough Study Group did not, however, give up on their initial objectives and challenged the council. They strongly believed that the loss of the canal would be detrimental to Slough’s heritage and future potential, especially as other routes for the ring road were available. The expense of transforming the canal into ‘grey infrastructure’ would also be huge. An earlier edition of a local magazine, ‘People and Traffic, shared this belief; “The weight of local opinion is growing that the Slough Arm of the Grand Union Canal should be developed for public enjoyment…there is the canal, one and a half miles of waterway connecting the countryside with the heart of Slough, crying out for development as an amenity. Imagine the canal developed and properly looked after for fishing, boating and walking- a kind of linear park with proper footpaths, mooring facilities for boats, and for the summer months, waterside cafes. Slough has far too few amenities to be able to afford losing an existing one with such a potential”

(Slough Canal Study Group, 1969, p.4) The Slough Observer backed the intentions of the study group, gaining momentum in the argument against the ring road. The council began to sense that support for their proposal was in jeopardy when a number of councilors also declared opposition to the scheme. There was great satisfaction for the Study Group when the scheme was dropped (Hill, 2002, p2). It is clear, however, that only a threat of removal sparked a resurgent appreciation for the Arm. It was hoped that this may grow when another objective was finally achieved by the group in the early 1970’s; the waterway had received its ‘amenity cruising’ status, putting the canal on the map for boat users. The success of the group secured a full-scale project, including employment, to bring the canal up to official cruise way standards as part of the waterway network (Hill,2002, p.3). In 1974, the first Slough Canal Festival was held, attracting in excess of 7,000 people to the area Hill, 2002, p.3). For the first time in its recreational history, the significance of the canal was beginning to expand. The Slough observer claimed that enthusiasts who saved the canal could now expect widespread support from the public, which was vital for continued success (Hill, 2002, p.3).

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The Proposals

Due to an increased study group introduced

public awareness, the Slough Canal a number of proposals for the Arm.

The first proposal explored the use of the extinct gravel works to the very East of the Arm. The design utilized the gravel filled lagoon to raise the banks around itself, so the water connected directly level with the canal. This provided further access to permanent moorings, a fuelling point, restaurant, washing/changing facilities and a hostel.

The design also landscaped a large area around the gravel pits.

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Fig. 10 The existing gravel works near Iver, 1969

Fig. 11 The propsal plan and drawing, 1969

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The Proposals

The second proposal was situated on the North side, between the basin and Wexham Road. It accommodated a multi purpose amenity for the variety of typologies along this length. Access to the waterside on the North side was provided to connect the adjacent housing and a footbridge linked the existing park to this new, accessible land to form one large facility. A youth club was designed next to the Wexham Road Bridge, which involved altering the existing water edge to supply a dinghy and canoe launch.

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Fig. 12 A plan shows the proposed location of the bridge and youth club, 1969

Fig. 13 A sketch of the proposed footbridge, 1969

Fig. 14 A sketch of the new boat launch at a youth club, 1969

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The Proposals

The third proposal dealt with the basin at Stoke Road. The whole ‘terminus’ was to be completely transformed, shifting the water’s edge closer to Stoke Road. A new signature building with restaurants and shops created an exciting street frontage. This proposal looked to attract the public from the town’s centre and reveal the significant resource Slough had to offer.

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Fig. 15 A proposed plan of the altered canal basin, 1969

Fig. 16 A sketch of the proposed scheme, 1969

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An Uncertain Future Unfortunately, the design proposals did not receive funding and no development took place. They were all short-term projects with the aim to create a significant recreational amenity for Slough; a scarce quality in the industrial town. With further ambitious plans, the long-term proposal of the Slough Canal Study Group and the Grand Union Canal Society, suffered a setback. In 1976, the scheme for a link between the Arm and the River Thames was rejected by the council (Squires, 1979, p.131). The proposed link would have allowed boats to return to the River Thames via a two mile waterway; a journey drastically shorter than the existing twenty-three miles and as many locks (Slough Canal Study Group, 1969, p.8).

The scheme had huge potential to increase the traffic on the Slough Arm and provide an influx of people, who would pass through the town’s centre.

While the significance of the Arm to Slough had recently increased due to its cruiser status, the lack of any investment provided a frustrating and stagnant outlook for its future.

It is unclear if the Slough Canal Group terminated their efforts or changed their group name, however in the early 1980’s the ‘Slough Canal Society’ formed, with similar intentions as the previous committee. A Canal Festival program in 1882, stated that the society had formed to improve the condition and presentation for the ‘benefit of all’. The brochure revealed that the tough financial period in the 80’s had a detrimental effect on the Slough Arm, where parts of the waterway were suffering badly through lack of maintenance. Without extra funding from the public, the canal would only continue to deteriorate further (Slough Canal Society, 1982, p.3).

The Slough Canal festival managed to continue through the 90’s with varying attendance, until a steep decline occurred in the 2000’s where only a handful of boats were present in most years.

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Fig.17 A brochure for the Slough Canal festival in 1882

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Into the Millenium In the new millennium, a letter to the council from a local resident looking to form a new Canal Study Group, summarized the significance of the Slough Arm. Like in previous years, the canal society predecessor seemed to have vanished, suggesting that the ‘Slough Canal Society’ ceased their efforts towards the Arm’s development, as a result of no vision or investment for its future. In 2002, Richard Hill wrote to the council acknowledging that while the canal wasn’t “considered a high priority” amongst the 2000 miles of inland waterways, the development of the Arm would “positively enhance and contribute to the overall improvement of the Borough” (Slough residents questions, 2002).

Cllr. Rushby, a head councilor, responded back positively, highlighting the fact that the there were many residents in Slough who did not even know that the Arm exists and a new group could advertise this resource to the town (Slough residents questions, 2002). The councilor added that the canal is under exploited, with the primary reason being that the basin is in such a poor condition. Rushby acknowledged that the idea of developing this resource has always been recognized as a beneficial action for Slough.

This reply is quite contradictory due to the fact that for over 30 years, there had been knowledge of the benefits for a canal development, but no action has come close to realisation.

History seemed to be repeating itself. In 2003, the ‘Friends of Slough Canal’ group formed to take their turn to promote and maintain the Arm. Reviews from boat users in 2004 and 2008, suggested that even with the efforts of the society, the canal was still in a poor state. “ I suppose I went to Slough just to say ‘been there’, but there’s really no ‘there’ there. No mooring places, no community, not even another boat”

(Slough of hopefully less despond, 2008) The ‘amenity’ was becoming a place where no one wanted to visit and increased crime was reported. In 2009 and 2011, women were attacked on the Slough Arm further strengthening this argument. In 2012, it was decided that a major clean up on the canal was needed, as it had been left neglected for too long. Mike Timms from the ‘Friends of Slough Canal’ exclaimed in an interview that boats do not visit, due to difficulty of navigating down the overgrown and littered waterway. Other local residents expressed their concern in reply to a recently published online article.

“Its no real wonder the stretch of canal is in such a state. It used to be quite pleasant, dog walkers, people going to work, people would speak to you.

There would be anglers along the stretch, me included. Then the local population of yobs moved in & the eastern Europeans netted the canal followed by all the places you could park were fenced off. Its almost a no go zone... a waste of a…a canal” (Canal clear-up plans, 2012)

Today, the canal suffers particularly around the bridges 2013

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Design Response: Increasing the Significance of the Slough Arm

As mentioned, in 1969 the canal study group highlighted the fact that Slough has far too few heritage sites, to risk losing this waterway.

The potential for the Arm is substantial; it can become the precedent for connecting green spaces, something which would be hugely beneficial for the rest of the â&#x20AC;&#x2DC;Blue Ribbon Networkâ&#x20AC;&#x2122; around London.

The conducted research focuses on the last three kilometers of the canal, where the waterway enters into the urban areas from the more rural landscape. Although this whole stretch was explored, only the last five hundred meters of the canal is intended for a design intervention. The ambition for this project is to connect this underused, unappreciated piece of infrastructure back into Slough, where it was once vital.

49 The un-inspiring canal basin 2013

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Proposal

The design intention can be split up into two different categories, with the overall ambition to increase the significance of the Slough Arm.

The first design intention is the element of connectivity. At the beginning of this thesis, the issue of poor quality green space and the lack of green infrastructure is highlighted. The canals have the potential on a large scale to become linear parks that connect lesiure spaces. As a recent CABE report highlighted, the real value in green space exists when networked.

In order to connect green spaces using the canal as the epicentre, the interventions that are designed, need to address the existing edges within that particluar condition. Ultimatley, the ‘connections’ need to enhance public engagement with the natural environment. In a recent report by the landscape institute, it was noted that connectivity can be ‘visual or notional, however pyhsical connections make the most impact’.

The edge conditions between the green spaces of Slough vary considerably, so the connections need to be designed accordingly. Aswell as designated green areas, the routes must also look to connect various nodes in the area, so public engagement is heightened further. As mentioned earlier, the Arm lies in a poor state due to neglect. If a physical connection of green space is created within a public realm, the potential for the canal to be ‘re-discovered’ increases dramatically.

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The second intention aims to create an attraction at the canal basin. This area is the closest part of the waterway to the centre of town. Some connecting routes will stem from this area, but others will finish here. Again, Edges will need to be designed so there is a correlation between the ‘connections’ and the canal attraction.

The intervention will look to harness water, the element in abundance that currently sits in a stagnant state. Water has a powerful quality of attractiveness, but clean water expands this to a level of personal engagement. The design will look to harness this idea so users can experience a modern recreational asset, where the canal is the provider behind the intervention.

The ‘attraction’ will look to improve a quite deprived area of Slough and reveal the cultural element of the waterway. In order to do this, there must be a mix between the gentrification of places and the adaption of existing areas. The overall intention is to re-invent urban leisure through the use of water, by creating a new node that the ‘connections’ respond to.

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The area of study focused on the last 3km of the canal. It was important to understand the differing characteristics along its length as it entered a more rural landscape. The red dotted line highlights the area for intended intervention

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Initial Development: Wetlands and Bridges - A Recreational Network

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The design began with the intent to develop an existing area around the canal into a constructed â&#x20AC;&#x2DC;wetland and bridgesâ&#x20AC;&#x2122; scheme. Through additional tributaries, water is the resource that connects various nodes in the town and the designated public green areas. This drawing shows a proposed route linking the train station to the constructed wetland around the canal. The Arm acts as the main water source.

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Fig.18 Salt Hill Park is located near the canal basin. One of Slough’s factory’s can be seen in the background

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Frederick Law Olmsted acknowledged that the number one priority for green space is its connectivity. The benefits of green space on health and social aspects has been well documented, however Olmsted believed that an ‘interconnected green space system’ would provide far greater advantages; ‘No single park, no matter how large and how well designed, would provide citizens with the beneficial influences of nature; instead parks need to be linked to one another and to surrounding residential neighborhoods.’

Frederick Law Olmsted In some cases within Slough, access from one green public space to another requires a journey of over half a kilometer as the crow flies. With no designated routes in between, it makes this distance considerably larger

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Design Response: Connectivity

The overall scheme looks to connect Sloughâ&#x20AC;&#x2122;s green space, but also includes nodes (hatched in brown). To network these areas, the routes will look to engage the public , so a new green infrastructure becomes clear. As noted previously, the canal basin proposes to become the epicentre for these connections, in order to attract the public to this historical waterway.

Closest connection from one green space to another: 113m 59 Furthest connection from one green space to another: 561m

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Exploiting Water

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This map shows the areas of existing water and land heights. With the intention of connecting Sloughâ&#x20AC;&#x2122;s green space and the Slough Arm canal, my project needs to realize what existing attributes are able to be enhanced.

The land slopes gently from the North to the South, so the existing streams run towards the Jubilee River. With the proposal of a constructed wetland at the basin of the canal, the project will look to use these water channels.

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The design strategy incorporates new water channels that fit into the existing network of rivers and brooks. These channels (highlighted in green), link up green spaces and nodes, enabling them to travel through varied urban edge conditions.

The initial idea of creating larger waterways to fit into Sloughâ&#x20AC;&#x2122;s infrastructure developed so existing areas do not need to be demolished for canal construction. Instead, these routes look to fit into the existing edges, creating public engagement with water, and fundamentally the Slough Arm Canal. Bridges will be used when unadaptable conditions occur, such as the railway and main roads.

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The Water Routes

The strategy is clear. It is evident that these routes link up Sloughâ&#x20AC;&#x2122;s designated green space by improving existing streams and creating additional channels .

The centre of the infrastructure lies at the basin of the canal. Water from the north of the Arm can be used within the site, and then distributed to the South, where it eventually will arrive at the Jubilee River. The new channels penetrate through residential zones, main public areas and quiet places.

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The Urban Strategy

It is apparent that the proposed infrastructure links Sloughâ&#x20AC;&#x2122;s green spaces and nodes. A series of micro wetlands are located in various dedicated green public areas to continually clean water as it flows from North to South.

Water flowing from North of the canal is channeled through the main wetland, and is able to provide the largest initial cleaning process. This main wetland will become the focus later within this thesis.

Five typical edge conditions have been selected, and my design proposals respond specifically to each one.

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The Urban Edges Edge 1

The first typical edge that the ‘water routes’ travel through is the general residential road. This edge is located to the West of the canal basin. Along the pavement there are rows of semi- detached 1960’s housing located with driveways in front.

The pavement is standard in size. It measures around 2 meters from the edge of the curb to the low brick walls in front of the driveways. The driveways are nearly 5 metres long.

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Design Response: Edge 1

The first design response of the â&#x20AC;&#x2DC;water routeâ&#x20AC;&#x2122; looks to engage the public into an understanding of a new green infrastructure, stemming from the canal basin. The pavement has been adapted so that a channel of water can run down from the main wetland (canal basin) to the closest public green space.

A reinforced metal mesh covers the water channel so that pedestrians can walk upon it. It is also robust enough for vehicles to cross over into driveways. The walls against the driveways will be heightened slightly for privacy; something which is missing along this edge.

Sections of the metal mesh are opened next to the retaining walls to reveal a shallow tray underneath. This water will be mostly always flowing, so is able to harness aquatic life. Within these tray openings, reeds are able to grow.

This intervention therefore adopts the same language of a wetland, creating a visual connection between the public green spaces.

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Edge 2

The second edge exists in the heart of Slough. The water route travels along a wide pavement with a very busy, major road adjacent to it. There is a high amount of noise disturbance from traffic and with only a wall on the opposite side, it feels isolated within this expansive condition.

The pavement is around 7 metres wide, making it very suitable for a â&#x20AC;&#x2DC;water routeâ&#x20AC;&#x2122; intervention.

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Design Response: Edge 2

The main response to this edge condition is an attempt to alleviate the noise and visual disturbance of the main road, whilst creating a ‘water route’ that visually connects the public to the canal basin.

A long section of the wide pavement is sunken down over 2 meters, with water flowing from a channel similar to that of ‘Edge 1’, towards the canal basin. The water that flows from an existing stream, travels down into this intervention creating a ‘splashing’ sound. This, accompanied with tactical planting would help alleviate the noise pollution only a few meters away.

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Edge 3

This edge is a typical condition of the streams that exist in various places.

This particular stream lies behind the car park of the ice rink site in Slough.

It goes un-noticed due to the steep sloping bank and the lack of any access along it. The banks on each side are around 7 metres wide and the stream is around 2 metres across.

Houses butt up close to the other side, but again they have no access to the water. An overgrown bank and a high fence lines this particular edge.

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Design Response: Edge 3

The design response to this particular edge focuses on enhancing the existing stream and connecting it to the overall water infrastructure. The ground level of the stream has been raised and shallowed, addressing the lack of visual sight from the ice rink car park. Now, users of the ice rink will be able to see the enhanced â&#x20AC;&#x2DC;water routeâ&#x20AC;&#x2122;, and engage with the network of linked green spaces.

Terraced steps on this side allow users to experience the water physically. In summer, pedestrians are able to paddle in the shallows. As part of the micro wetland network, the water will be in a clean state.

On the residential side, the bank has been transformed so a boulevard allows access along the waterway. A series of bridges connect the residential area to the public side, further engaging the visual notion of connectivity. This route eventually leads to the canal basin.

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Edge 4

Edge 4 is located within the high street. This was one of the most important conditions as al ot of people use this space, so it is vital for the public engagement within the â&#x20AC;&#x2DC;water routes â&#x20AC;&#x2DC; and the linked green space. The street has taller buildings on one side than the other, but both need to be accessed from this edge.

Large poles in the centre are used to hang lights. Many obstructions exist within the street that make access by bike difficult.

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Design Response: Edge 4

The fundamental ambition of this response is to provide a raised, linear waterway with dedicated access for cycling and walking. In order to create an intervention within a busy edge condition, whilst also linking with the network of water routes, it needs to be designated. This is addressed in the slight raised nature of the route, creating a zoned area as part of the green infrastructure.

Access from one side of the high street to another is provided by ramps across the cycle lane. The water body itself is quite large, resembling that of the canal. This similar language, accompanied with the overall connectivity, looks to attract the public to the Slough Arm.

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Edge 5

Edge 5 is another typical condition within the residential areas of Slough.

Houses that are located near a busy road often have a small road next to the property with a green strip in between. Due to the fact that the green strip lies parallel to the busy road, this space is hardly used.

The houses in this particular condition, have sloping driveways next to their minor access road.

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Design Response: Edge 5

This edge intervention used the construction of an ‘urban swale’ to distribute water within the new green infrastructure. This design addresses the edge of an underused piece of green land, by creating a form of leisure that links the overall green infrastructure.

The swale is covered with a board walk that provides the ‘water route’ to the closest public green space. The board walk is constructed simply and enables users to sit on the edge, where aquatic plants will grow. Access is provided for the adjacent housing via ramps. This intervention, again provides a physical engagement within the green infrastructure and ultimately the Slough Arm Canal.

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Canal Basin Design Response: The Urban Wetland

The first design response of ‘connectivity’ has led to the creation of a large master plan strategy, linking green public space and proposing a network of micro-wetlands. The water routes and proposed ‘edge responses’ provide a visual connection to the canal basin, where a new leisure attraction looks to celebrate the Slough Arm canal.

Slough was originally called ‘Slo’, which is believed to be a reference to tha marshes that existed in this area (slough history online, n.d). A ‘Slough’ is a freshwater marsh or bayou in the dakotas (Hammer, 1991, p2), so the idea of creating an urban wetland in this area is in essence, a restoration of its previous natural geology. The primary reason for the creation of a constructed wetland at the basin, is to celebrate and cleanse what the Arm possesses ; Water.

As mentioned in the proposal, water has the ability to attract the public into a dedicated recreational space. Clean water, however, further heightens this allurement and provokes an exciting experience. A constructed wetland can use its essential quality to clean and filter the canal’s water for leisure uses and storage- especially in times where reservoirs run low. In recent times, drought’s have become a common occurrence in our summer’s, leading to water shortages and frequent hosepipe bans. Slough has a hidden, huge resource of water that is never used. The urban wetland can harness this problem and look to alleviate it.

It is well documented that wetlands provide a rich habitat for wildlife and biodiversity. With the lack of green space in Slough, a carefully designed constructed wetland can aim to contrast the industrial nature of the area and offer a high quality public leisure space.

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The most important inflow into a wetland is the surface water. Other flows such as ‘direct precipitation’ and ‘subsurface inflows’ help contribute to the provision of water ( Hammer, 1991, p.29). As the Slough Arm canal is the provider of the surface water, there is a strong certainty that the wetland will never dry out. A constructed wetland is intended to treat wastewater or grey water, where my intervention responds to the latter. The design needs to be carefully planned and a number of factors influence its nature.

The size of a wetland is initially formulated by the amount of BOD (Biochemical Oxygen Demand) that can be removed. A general rule follows the notion that one cubic square of wetland can treat 135 litres of grey water over a number of days. (Jones, 2005, p212). The proposal looks to direct grey water from local homes into the canal for its journey through the wetland. As the average household in the UK uses around 600 litres of water a day, the wetland needs to be substantial enough to remove its pollutants (environment agency, n.d).

With the objective to treat grey water from 500 homes in the local area and an average wetland depth of 20cm , the surface area of around 10,000 sqm would be sufficient. The larger the wetland, the higher potential it has to treat more grey water, which needs to be considered within my approach. The soils around the canal are clay, meaning that the substrate is less porous.

Water is able to sit on the surface- an ideal condition for a surface water wetland. Varying Water Depths, Planting and substrates are vital ingredients to a successful wetland and these will be explained within my design.

However well the wetland is designed, the proposal must not forget the factors of the overall strategy. Access around the site is important to link up the wetland with the ‘water routes’ around Slough and well devised edges are essential in creating a new successful leisure space.

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Stok e ro

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The Site

Bower Playing Fields

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The site is located to around 800 meters to the North of the town centre.

The area is quite deprived and includes areas of social housing, old warehouses and sheds. The canal cannot be seen from anywhere, until you walk right onto its towpath.

There are only two access points on to the towpath from this site; the entrance on Stoke Road and a path into the Bowyer Playing Fields. The houses around the site are generally of poor quality, apart from the row to the North .

The â&#x20AC;&#x2DC;water routesâ&#x20AC;&#x2122; meet the site at four different areas. The two North routes connect various green spaces within their direction, whereas the two Southern routes, connect nodes within the town centre.

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The Canal Basin

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Site Strategy

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The new water routes provide the opportunity to enhance this existing site into the proposed Wetland. Around 60 houses will be replaced with new homes that are better integrated within the wetland. This will create new edge conditions at the end of each water route, upon arrival at the site.

In order to link these water routes to the canal basin wetland, the area must look to become a high quality recreational site, for the benefit of Slough and the immediate neighbours.

The warehouses and sheds will be relocated 1km along the canal to the gasworks site.The higher quality housing and Church is retained, to be incorporated within the scheme. In essence, the site is looking to achieve a boundary of modern built infrastructure, around the constructed wetland situated in the centre.

Proposed Area of Wetland

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This map shows the areas accessed from the water routes will include new housing and shops, intergrated within the wetland. A Visitor Centre will be situated at the end of the canal, where the technical aspects of water purification will be taught.

A new leisure centre and reservoir, intended to be located within the ground, will be located to the East of the site. A pumping station will also be needed to return water that has travelled through the wetland. Areas for parking will be provided.

Proposed Area of Wetland

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The strategy for extending the canal is required to create a buffer from the main road. Rain water run off is then able to be collected by the canal, to be distributed into the wetland.

The routes shown in red are the main connections that travel across the canal. The middle route that extends through the centre of the site continues from one of the â&#x20AC;&#x2DC;water routesâ&#x20AC;&#x2122; that connects the train station- an important node. The boxes are one of the most important aspects of the wetland, but will be explained through the final drawings.

The canal is to become more interactive and engaging with the public. A series of bridges allow users to get on top of the canal and experience the site. The canal will be in view from all areas.

Proposed Area of Wetland

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Proposed Site Plan

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1. The Slough Arm Canal 2. The New Extended Slough Arm Canal 3. Water velocity decreasing pool 4. Gabion Terrace 4a. Terrace Plunge pool 5. â&#x20AC;&#x2DC;Disturbance Boxesâ&#x20AC;&#x2122; 6. The Marshlands 7. Clean water swimming pools infront of water storage building 7a. Naturally Cleaned Lido Pool

8. Pumping Stations 9. Educational building 10. Existing Church 11. Wetland Visitor Centre 12a. 12b. 12c . New housing 13. 13a. 13b Existing Housing

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The Slough Arm canal (1) runs across the centre of the site and is transformed into a raised plinth. The wetland slopes at 1 degrees, so water is able to flow at the right speed. Any steeper, the water will flow too fast, carrying sediment with it. Additionally, If designed too flat, the water will pool. This causes a slope down to around 5 meters below ground level and raises the canal elevation out of the ground.

Instantly, the hidden canal is celebrated through its height. The Arm becomes the most important piece of the wetland; it is the provider of water. Wetlands thrive when the amount of water varies over time , so flooding is controlled by gates on the new part of the waterway. The perpendicular canal (2) acts as a buffer to the road, whilst collecting any storm run-off. Water is released when needed through flood gates into the initial phase of the cleaning process.

The filtration method will be explained later.

As a new form of recreation, the water at the end of the cleaning process is filtered enough to be used for leisure purposes (7). The water travels through to the indoor water storage plant for local distribution. Any excess water is pumped back into the canal via ‘Ram Pumps’. (8) The edges change considerably through the wetland, creating varied conditions along the canal.

Many minor stairs and ramps allow you access onto the Arm. Further Access will be explained later.

Once upon the waterway, the existing singular towpath is accompanied by another on the adjacent side. The North part of the wetland, is designed to be less sunken so the canal facade does not block sunlight onto the grasses.

New housing and shops are located at the end ( or beginning) of the ‘water routes’ providing a strong appeal into the Wetland (11, 12b). Existing housing is integrated within the Wetland. House to the north are provide with a new boulevard and gentle access down into the Wetland (13b). A car park is sunken down slightly to the West of the sight, so views across the wetland are not spoilt. (12a) The site exploits around 20,000 sqm of wetland, enabling it to clean a vast amount of grey water run off from adjacent housing, roads and general precipitation.

* numbers indicate specific area on previous site plan

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Existing Canal Edge Analysis

In order to compare my design responses through Edges, I need to present the existing conditions. I decided to split my edge analysis of the 3km stretch into four parts. However, this section will only focus on the 1st part of the canal, due to the fact that my wetland intervention uses only the first 500 metres. The rest of the analysis will be located in the appendix.

To understand the varying edges in detail, I chose the most unique conditions every 100-200 meters along the towpath. Here I measured, to best of my ability, (using a lazer) the approximate distances of the edge condition, including path width, edge height and rough canal depth. There are a varying number of edges from high brick walls to simple hedges, but each one has a different character and produces a unique experience along the towpath in that area. The North side of the canal was mostly not explored, as it is not accessible, apart from the residential area in the third section and a small path by the basin.

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The 1st section of the canal is very diverse in its characteristics as you walk along the towpath. The Basin towpath is muddy in nature and very slippery when wet. It is also very narrow between the canal edge and the harsh metal fencing (complete with barbed wire) along with tall warehouses that impose on the harsh character of the basin. As you move further on, past Bower playing fields, the towpath widens but is still a muddy path. The edge becomes a lower concrete wall overgrown with foliage. Tall reeds make the towpath feel narrower.

After passing the playing fields, the towpath stays roughly the same width, however there is a broken buffer of trees, with views down to lower back gardens (a drop of approximately two meters). The fences are sometimes on top of the towpath and sometimes at the bottom. Towards the end off this section, there are some industrial self-storage warehouses that sit next to a very high brick wall, covered in ivy.

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Plan 1.1 - Scale 1:750 @ A4

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Section Type 1.1

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Section Type 1.2

Image refers to Section 1.1 A narrow muddy path sits tigthly between the canal and a high metal spiked fence

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Plan 1.2 - Scale 1:750 @ A4

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Section Type 1.3

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Plan 1.3 - Scale 1:750 @ A4

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Section Type 1.4

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Image refers to Section 1.3 This view looks across the canal from edge 1.3

Scale 1: 1250 @ A4

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Image refers to Section 1.4 The low wall and drop in ground level, allows views across the park

Scale 1: 1250 @ A4

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Canal Edge Design Response edge 1

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This 1st edge is located near the existing basin, where now the new canal extends perpendicular. The edge is subtle, cutting through the gabion terrace on either side. The canal now has two tow paths, where one is dedicated for cyclists, to minimize any conflict. The Arm Extends towards the road for a visual connection for passers-by.

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The 2nd chosen edge lies along the existing area of the Bower Playing Fields.

The land has sloped near its maximum at this point, so the edge condition is very powerful. A stepped seating platform on this edge allows views across the wetland, where spectators can observe the process of water filtration.

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Edge 2

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A view looking across at the water pools with the Slough Arm in the foreground

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Edge 3

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This particular edge cuts through the end of the wetland. The edge changes from being up high, to being back at ground level quickly. To the right, the edge cuts into the underground water store, whereas to the left, the canal wall steps down gently to one of the naturally cleansed swimming pools.

A new boat turn is visible in the background.

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Although this edge does not deal with the actual canal itself, it addresses the issue of integrating existing housing within the scheme. The homes retain their gardens- and gain a boulevard at the end of them for circulation to new shops in the background. Gentle, wide steps have helped ease the houses into the wetland, providing great views of the raised Slough Arm Canal.

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Edge 4- Existing Housing Response

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The Wetland Edges The Filtering Process

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Edge 1: Starting the cleaning process

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The Initial cleaning process creates the edge of one of the main circulation walkways. The difference between the shallow canal water and the ‘flood pool’ adjacent to it, formulates an exciting edge. The new extension of the canal provides the water for the wetland and gates are operated to flood the landscape. Its first encounter is a ‘velocity reduction’ pool. This helps aerate the grey water on its primary decent into the wetland.

The sound of water rushing out of the canal, completly transforms the edge’s experience. Spray and mist will become part of this edge every few days, when the wetland is flooded.

134 This edge is sometimes completly un-accessible. When the flood gates have opened, and the water get through the previous pool, the next stage of cleaning is the filtering of â&#x20AC;&#x2DC;solidsâ&#x20AC;&#x2122;. As water pours through the terrace, any large molecules are caught by the stones and metal mesh.

The edge is penetrated by two lookouts for public use. Water is able to pass through them when this area is closed. The large pool below and the marshlands in the distance will provide a huge variety of bio-diversity for the lookout. After the flooding has ceased, the terrace is able to be used almost instantly thanks to the quick drainage.

The next pool is a deep plunge pool. The water is strongly aerated as it falls down the side of the gabion terrace. Sub-mergent plants such as water lilies, start to appear around this deep water.

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Edge 2: The Gabion Terrace

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Edge 3- The ‘Disturbance’ Boxes

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The ‘ disturbance boxes’ mentioned earlier in the thesis are the most important aspect to the wetland. ‘Disturbance’ is the natural process in which wetlands experience prolonged flooding or drought. In natural wetlands, this helps biodiversity to increase and helps get rid of pollutants.

This edge is sometimes penetrable, and sometimes not. When the box is flooded through the smaller gates, aquatic plants are encouraged to grow on the metal mesh bridge that travels down through it. After months of flooding, this box will then be left to dry out. Although it may look in a poor state, it is actually beneficial for the rest of the wetland.

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A view looking into a flooded â&#x20AC;&#x2DC;disturbance boxâ&#x20AC;&#x2122;

140 The final wetland edge looks at the settling pool towards the end of the filtration system. The water has passed through a number of varying plants, where pollutants have been absorbed. The substrate has turned into sand as a final filtration, before it enters the pool.

The Boardwalks offer a close engagement with the wetland, where the only edges are tall grass.This edge is in a complete contrast to the first condition, where the water quality is more churned up and full of sediment. The naturally cleaned swimming pools are a leisure resource provided by the canal. The water finally passes into the storage building, where it is either distributed locally or pumped back into the canal.

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Edge 4: The Wetland & Naturally cleaned swimming pools

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Existing Canal Access Analysis

In order to compare my design responses to existing access onto the canal, it is important I present analysis of the existing conditions. I chose to conduct my qualitative research along the last 3km of the 8km canal, however my intervention only addresses the last section. I will display the appropriate access conditions that lie on this stretch and include the rest within my appendix.

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Wexham Road Bridge

Slightly further down from my site, the 1st road that crosses the canal includes an old brick bridge that rises up and over the canal. From both directions, the canal cannot be seen until you are right on top of the bridge. Once you are on top of the bridge, the two access points here quite inconspicuous. Marked with some low concrete posts, you are able to enter on the East side, via a very narrow mud surfaced staircase.

The entrance is very overgrown with trees and vegetation. The risers are made out of old sleepers and are quite slippery when wet. There is also no handrail, apart from low, deteriorating timber rails either side of the steps.

Upon entering the towpath, a heavily polluted canal greets the public and graffiti covers part of the bridge.

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The Entrance is small and inconspicuous

The stair rails are in a bad condition

The stairs become very slippery when wet

A littered canal greets the public upon entering at this point

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This entrance become very overgrown in the summer

A gas pipe runs along the edge of the bridge

The stairs direct you underneath the bridge

A new metal stair extension has been added to the concrete stair

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Canal Access Design Response Access 1

Although my site proposal did not look at the existing bridges in particular, it did explore how stairs are able to provide good access onto the canal Access onto the waterway here, is clear, clean and safe. This set of stairs provides a wide entrance from the car park down to the swimming pools.

The material changes from concrete to stone, when the user walks past the top bollards and again to timber, when entering onto the towpath. The view is channeled along the canal at first, but the stairs sweep around the corner to take in the whole wetland. A large balustrade travels down the centre of the stair.

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Access 2

This is the Lido Area of the wetland, and it offers a variety of access options onto the canal. Firstly, a deck access from the new residential block provides a stimulating journey over the Lido. The deck is clad in treated timber and presents a warm entrance onto the towpath.

Another access point here is the ramp that winds it way from the foreground of the image to the rear, adjacent to the boat turn. The ramp is gentle sloping and has a non slip surface for wet weather.

The main access here is the vast staircase that also acts as a viewing space over the lido. The steps are 600mm wide, allowing them to be used as terraced seating. A series of metal balustrades break up the large staircase.

Multiple access points onto the canal allow the user to decide what path they want to take, resulting in assorted experiences.

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Access 2

This stair represents a typical access condition within the wetland. A number of stairs and ramps in the scheme use this simple construction method. The stair arrives from one of the wetland â&#x20AC;&#x2DC;boardwalksâ&#x20AC;&#x2122; and peels up to allow users onto the canal.

This access point is wide enough for users to sit on the steps and look over to the water pools or tall grasses. Once upon the canal towpath , the stair transforms into a bridge and descends down to the opposite side. The stair, bridge and towpath all use the same material so each one flows into the next, allowing easy transition between different areas.

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A view looking down the canal extension at dusk

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Conclusion

This thesis aimed to understand how a series of ‘edges and access’ could help increase the significance of the Slough Arm Canal on an urban scale, as well as a personal scale. Through a carefully designed strategy of linking Slough’s limited green space, the canal has become the epicentre of the connecting ‘water routes’.

Various edges along the connecting water routes were analysed, so interventions could respond in a cohesive language. The urban edge interventions will create a public engagement with the network of green spaces and ultimately reveal the core element- the Slough Arm Canal While these interventions helped on a larger scale, the more detailed edges and access within the canal basin wetland, helped revive a neglected resource. The processes of the wetland provide an engaging reality with an educational dimension. Through the transition of naturally filtered water, the inclination of the site reveals the canal ‘s profile from many aspects, celebrating its history.

The delicatley designed edges of the wetland, allow the public to experience ever-changing conditions on their way up onto the canal. Once the canal has been ascended, the whole wetland can be viewed from the water source. When the marshlands are flooded, the canal water flows like a riversomething it has never done in its history.

I confidently believe that this wetland, entwined within the larger green space network, will increase the significance of the Slough Arm to its town.

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