Milton 2050: Strategy Booklet

Milton Booklet No.7

Stage

Package

Strategy

Milton 2050

Prepared by Martin Fleischmann, Ingrid-Andreea Kovacs, Lwin Mar Kyaw, Michele Saracini, Ruizhe Wang, Yiqiao Wang Urban Design Studies Unit, University of Strathclyde, Glasgow, October - December 2016

2016

Strategy

Introduction Milton is the result of a post-war housing scheme that aimed to relocate people in the suburbs as a way of dealing with housing shortage and slum clearance within Glasgow. However, over the years Milton has become a place that is “somewhere in the north� rather than a vibrant community with a clearly defined identity.

This booklet comes as a continuation of the Analysis phase that aims to pull together the information gathered in the previous stage of the project and formulate a strategic response to the problems identified in in Milton. This booklet delivers a current concept plan that shows all the existing densities, street hierarchy, transport, environmental network etc. Following this mapping, a study of the main issued of Milton has been carried out that shows the main factors that are holding Milton back from becoming a vibrant community. This laid out the foundation on which the Strategy has been developed. The Strategy tackled the issues identified by coming up with a proposal that hopefully will eliminate the problems that Milton is faced with and hopefully cater to the needs of the community. This is followed by a Proposed Concept Plan that illustrates the proposals made in the Strategy phase.

Authors Martin Fleischmann

Architecture and Urbanism, Czech Technical University in Prague

Ingrid Kovacs

Architectural studies with international studies, University of Strathclyde

Lwin Mar Kyaw

Advanced Architectural Design University of Strathclyde

Michele Saracini

Ingegneria Edile-Architettura, UniversitĂ Politecnica delle Marche, Ancona

Ruizhe Wang

Landscape Architecture, Nanjing Forestry University

Yiqiao Wang

Landscape and Garden Architecture, School of Arts, University College Ghent

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Booklet No.7

Contents Introduction

3

Authors

3

Contents

4

Existing Concept Plan Existing Concept Plan

5

Strategy Plan Right to the City

29

Vision 2050

30

Strategic Plan

32

SWOT Analysis

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Mind Map

38

Issues

40

Action Areas

52

Built Form

52

Environmental Network

92

Industrial Area Timeline

100 106

Proposed Concept Plan

4

Proposed Concept Plan

111

Conclusions

134

Appendix

136

References

138

Figure List

140

Planning Framework

Existing Concept Plan

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Booklet No.7

Introduction The purpose of the Current Concept Plan is to provide the spatial vision for the study area in a wider context. Several key urban aspects are mapped and compared to the Theory to identify the structure and movements in the city, its current state and quality.

1200m

During the last period, the urban design approach is moving towards compact, sustainable and well-connected cities. The concept was described (among others) by the Urban Task Force (UTF) in 1999.

On figures 2 and 3, you can see the illustration of the difference between a fragmented city (as Glasgow currently is) and a compact city. Because the amount and quality of facilities depend on the density of the urban fabric, in the first scheme, these are dispersed in low-density areas without the clear structure of districts or neighbourhoods, and distances are beyond the walkable time. Public transportation in peripheral areas is weak because it’s expensive to provide full service in such a large area with low-dense structure.

The fig. 3 is illustrating an ideal scheme of the compact city.

The UTF is establishing a clear city structure with defined district and neighbourhood centres - the urban nodes providing facilities with higher density areas around. The everyday amenities are available in easily walkable distances within 500m. The nodes are interconnected by frequent public transport which is more effective since it’s gaining through the more dense areas than in the previous case.

This theory, established by UTF has been adapted by the Urban Design Studies Unit, University of Strathclyde (UDSU) with some changes. The nodes are between global (providing services of nondaily use) and local (providing services of ordinary needs of people like` groceries, pubs, butchers, etc). The terminology is also using the terms district and neighbourhood nodes to describe centres of areas. The scheme is visualised on fig. 1.

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ks lin rt po ns tra

The Compact City

ic bl pu

Based on the Compact City Theory (Urban Task Force, 1999) we mapped urban nodes, densities, the hierarchy of streets, public transport and the environmental network to get an overall concept plan which will be used as a base for building the Strategic Plan.

Strategy

CITY CENTRE

LOCAL NODE NEIGHBOURHOOD NODE neihbourhood centre, everyday amenities

pu

bl

ic

tra

ns

po

rt

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ks

400m

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GLOBAL NODE DISTRICT NODE district centre, non-daily use amenities, everyday amenities

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Fig. 1: The Compact City Scheme used by UDSU Lower density

Medium density

Higher density

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THE SUSTAINABLE CITY

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Figure 2.1: The urban structure of dispersed and compact cities

(Andrew Wright Associates) Fig. 2: The Dispersed City Scheme by UTF

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The compact urban structure reflects the complex reality of everyday life in many successful towns and cities. It applies equally to radial cities and linear towns which have grown organically along historic communication routes, resisting the tendency towards urban sprawl. London is an example of integrated urban development, where the inhabitants of local district centres—whether they live in Ealing, Hampstead or Stratford—can benefit from local facilities on the high street and participate in the metropolitan scale of activities that take place in the central districts and the West End. Figure 2.2 examines the structure of movement within urban neighbourhoods in greater detail. It describes how, to be truly sustainable, the different elements of the town or city—the local community, the neighbourhood and district—ought to be well connected to each other through a network of public routes and streets. The role of public transport in integrating

Strategy

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TOWARDS AN URBAN RENAISSANCE

3: The City Scheme

by UTF communities is discussed more fully in Chapter 3, but it is important to stress that the Fig. structure ofCompact the city supports its patterns of movement and communication.

The diagram illustrates the distances which people are prepared to walk to reach the facilities within their local or metropolitan area. For example, most people would be prepared to walk five minutes to reach their neighbourhood shop, school or local bus stop before resorting to the car or other forms of transport. The wider urban district should sustain a range of commercial and social facilities, such as civic space, the leisure centre, college or park.

This family of design principles should inform the layout, distribution of facilities and transport arrangements in new developments—whether inner city or on greenfield sites. Significantly, they should also provide guidance to strengthen existing urban areas which lack these fundamental urban qualities.

9 Figure 2.2: Linking urban neighbourhoods and communities

Booklet No.7

Existing Nodes & Density Overall density in the northern part of Glasgow is identified as low, which is caused by several factors. The main issue is probably the enormous amount of vacant and derelict land hand in hand with lowdense housing structures. We can identify only a few exceptions, mostly around existing neighbourhood nodes. However, in comparison with the dense area of West End these densities are still low. The approximate density level in Milton, after exclusion of the Industrial Area and spaces with the main use of green purposes, is 28 units per ha, a level that is ineffective to cover by public transport (HniliÄ?ka, 2012). A density section through the area has a clear downward trend from the centre to the edge.

Urban nodes identified in selected area are mostly on neighbourhood level, the only node classified as a district node is along the Great Western Road (West End). We can state that amenities clusters within Milton are not on the node level and existing neighbourhood nodes are effectively bypassing its area.

Fig. 4: Existing density section representation Specialist Areas

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Lower density

Medium density

Higher density

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Methodology The density map is showing the units per hectare in the selected area, with 1 unit equal to 300 m3 in buildings for residential use. In order to define areas for calculations and to prevent the possible human mistake in manual defining, the density is measured in the hexagonal grid with 100m width (0,86 ha area) where the calculation was made for each hexagon separately and expressed by colour and number (in units per hectare).

Density mapping is a GIS-based process consisting of following steps: the primary data layer used for this is an Edina Digimap layer of buildings with height attributes (the layer is providing relative and absolute numbers of height and maximal height - the top point of the roof. For purpose of this analysis we’re using relative height). Units are volume based, so we have to generate a volume attribute for each building (area*height). By simple equation, we can get the amount of volume per buildings. After generating the hexagonal grid it is necessary to assign each building to the specific hexagon. That is done by GIS binning technique - each building is simplified into its centroid and each centroid (point) is in one hexagon. Hexagonal grid now contains attributes from centroids - the number of buildings, the total volume, and the total amount of units in each cell. The total amount of units is then expressed in units per hectare and displayed on the map. The specialist areas were marked manually and the basic building layer was manually cleaned to exclude non-residential buildings.

The exactness of the method was proved by reversed checking of the population in Milton. According to the Milton Talks Report (Playle and Meyerricks, 2016), the current population of Milton is 6659 residents. The average density in residential areas (excluding specialist areas, vacant and derelict land and open space) according to our method in Milton is 28.192 units per hectare, giving us 3037 units total. According to the 2011 Census data, an average number of persons per household in Scotland is 2.19, which means 6651 persons in 3037 units. The difference between real number 6659 and measured 6651 is 0.12%.

100 m Fig. 5: Size of hexagon

centroid Fig. 6: Scheme of binning

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Booklet No.7

Existing Nodes & Density

I - industry, E - education, C - commercial, H - hospital, S - sport, B - business

Urban Node Catchment Area

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Urban Node

Fig. 7: Existing Nodes & Density

Specialist Areas

Lower density

Medium density

Higher density

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Existing Street Hierarchy Milton is located between two main arterial routes in Glasgow (A803 and A879). Despite the close proximity, these main routes don’t have direct connection to Milton, leaving the community isolated. Up to the 1940s Liddesdale Road was a transversal connection between Bishopbriggs and Lambhill, but once Milton was built, this connection was broken by Liddesdale Square which acted as a barrier for potential heavy traffic flow. Ashgill Road forms the eastern boundary for Milton cutting it off from any links to Bishopbriggs, therefore intensifying the feeling of isolation. Scaraway Street is one of the main streets in Milton, however it has no main routes to connect it to Liddesdale Road and further on to the southern area of Milton. Hence, a division occurs between the northern and southern part of Milton leading to a divided community not only geographically but socially as well.

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Strategy

Existing Public Transport & Cycle Network Current Public Transport Milton lies in an area which was identified as a corridor with potential for mass transit (Booklet No. 3, 2016). Actually, only Bus 75, 128, M3 are regularly linked to the City Centre and beyond. Other buses link Milton to nearby neighbourhoods but run at reduced rates such as Bus 8. Only Bus 75 has a 7min frequency, both Bus 128 and M3 have a 60min frequency which is so long for Milton residents to move. In addition, some residents can’t easily access the bus stops in Milton because some residential areas are located farther away and have no direct street connection leading to these bus stops.

Milton lies between two railways, however the train stations are out of walkable distance for residentials to use. Possilpark & Parkhouse and Ashfield stations are on a suburban trail with train frequencies of 30 mins.

Bishopbriggs train station is on a direct line between Glasgow Queen Street and Edinburgh Waverley, but the trains stopping there are heading from Queen Street to Stirling area. The frequency is also 30 minutes.

Current Cycle Network In Milton, the existing cycle network is on both sides of the Canal, although on the side of Milton, the cycle path is rather informal. It also makes a connection to Castlebay Street. The Current Cycle Network is weak and consists only of some parts, resulting in a partial existing cycle network in and around Milton.

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Existing Street Hierarchy

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Fig. 8: Existing Street Hierarchy

Local Street

Local Main Street

Urban Main Street

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Existing Public Transport

Leisure offroad

Calmed / low traffic on street

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Shared offroad

Park route / offroad

Fig. 9: Existing Public Transport Network & Cycle Network

Demarcation on road

Bus/Cycle Line

Bus Line

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Existing Environmental Network The Current Environmental Network consists of 7 categories that represent the green structures and elements for Milton and the wider area: the Green Belt, parks, cemeteries, golf courses, trees, private gardens and open spaces (Fig. 11).

On the northern edge of Milton starts the Green Belt which also marks the northern urban fringe of Glasgow. It contains the largest green space in the direct environment of Milton. Its designation purpose according to the Scottish Planning Policy is to, among other things, “protect and enhance the quality, character, landscape setting and identity of towns and cities, and give access to open space within and around towns and cities” (Glasgow City Council, 2014). The Green Belt itself is divided in different Environmental Designations (fig. 10), including Possil Marsh as a Site of Special Scientific Interest on the outer west side of Milton and across the Forth and Clyde Canal. The latter is categorized as a Scheduled Ancient Monument. Part of the Green Belt, directly above Milton, is designated as a Site of Special Landscape Importance.

Another category are the golf courses. There are three golf courses making a triangle outside Milton. Bishopbriggs Golf Club is situated in the north, Littlehill Golf Club lies in the southeast and Ruchill Park Golf Course is in the southwest.Outside Milton there are currently three parks, Ruchill Park in the southwest, Springburn Park and Robroyston Park in the southeast. Although they are of decent size, respectively +/- 21 hectares, 31 hectares and +/- 50 hectares (Glasgow City Council, 2015) (Glasgow City Council, 2015) (My Park Scotland, 2016), they are located at some distance calling for the use of a car to reach them. Inside Milton there is only one park, Milton Park, in the northeast. The park boundary consists of residential properties.

Left of Possil Marsh and Balmore Road (A879) lies Lambhill Cemetery, Saint Kentigern’s RC Cemetery, Western Necropolis and Glasgow Crematorium, forming one green structure of cemeteries. In the south there is another cemetery, Sighthill Cemetery. Milton doesn’t have its own cemetery.

Trees are predominantly present in the southwest outside of Milton. They can occur in all different structures: alongside the roads as lanes, in groups or solitary and so on. In Milton they form a historical green strip in the west, dividing the industrial area and residential area.

Most trees are non-coniferous.

The private gardens are logically situated where the private residences are. The nearby neighbourhood of Bishopbriggs has the largest part of private gardens as for Milton the same applies. The private gardens contain most of the time just grass and tree vegetation.

The open spaces in and outside Milton are fairly spread out. The second largest part of green structures in Milton are the open spaces, mostly they are vacant or derelict spaces.

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Fig. 10: Summerston Environmental Designations

Strategy

Conclusion of Existing Concept Plan It is clear that the comparison between the superimposition of the Current Concept Plan with the Compact City Theory results in the lack of nodes, density, a street hierarchy and an environmental network.

Milton momentarily depends on the nodes of neighbouring communities, only increasing the use of cars. There are not enough amenities, high densities and public transportation connections to fulfill the demands of a neighbourhood. Another problem is the lack of green connections inside Milton with the greater green area outside Milton’s boundary. Milton situates itself in a fragmented gap of the Environmental Network.

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Existing Environmental Network

Private gardens are not shown

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Tree density (low-high)

Fig. 11: Existing Environmental Network

Open Space

Golf Course

Park

Cemetery

Green Belt

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Existing Concept Plan

Environmental Network

Urban Node

Bus Line

Local Main Street

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Urban Main Street

Fig. 12: Existing Concept Plan

Specialist Areas

Lower density

Medium density

Higher density

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Strategy

Strategy Plan

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Introduction The Strategy consists of several chapters that is in the same moment our work process all together. From the analysis (in the previous episode) and the results of the Current Concept Plan, it became clear that they bring a lot of facts and conclusions. To place them we have made a SWOT analysis to get an overview of the conditions in Milton. The ideas we got there are translated into a mind map showing all the subjects we want to work on or find important. Because of the amount of subjects we want to keep, we have worked out 10 issues that combine them. It is clear that from all previous steps we needed to choose a path to form the Strategy. Where do we see Milton in 30 years? What do we want it to be?

These questions are answered in our Vision ‘Milton 2050’. So we made a vision and based on this vision we have chosen three action areas that form the core of the Strategy: the Built Form, the Environmental Network and the Industrial Area. The action areas are, once again, based on the subjects of the issues and Mind Map.

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VISION

SWOT

Fig. 13: Strategy Plan workflow diagram

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MIND MAP

ISSUES

ACTION AREAS

Strategy

Right to the City “demand…[for] a transformed and renewed access to urban life” (Lefebvre, Kofman and Lebas, 1996)

“The right to the city is, therefore, far more than a right of individual or group access to the resources that city embodies: it is right to change and reinvent the city more after our hearts’ desire. … The freedom to make and remake ourselves and our cities is, I want to argue, one of the most precious yet most neglected of our human rights.” (Harvey, 2012) The Right to the City is a key topic for Milton’s Renewal Strategy.

Since it’s effectively affecting all the other action areas and present more a fundamental idea than a focused strategy target, we can consider it as a moral authority hidden behind the whole Strategic Plan for Milton.

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Booklet No.7

Vision 2050 Milton is connected with its surroundings by a re-established reasonable network, that improves not only links to the outside, but also increases the permeability within the neighbourhood.

Urban nodes are located on the main streets with direct access to public transportation, amenities and high densities. They are interconnected within the whole city network. Thanks to the use of such compact urban nodes and better connections, car dependency is minimized.

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Strategy

The lack of an environmental network is resolved by a dense grid of corridors that links Possil Marsh, the Forth and Clyde Canal and the Green Belt with the newly (re-)developed neighbourhood parks in walkable distances from the different main nodes.

The Industrial Area has been transformed to a mixed-use area and became interconnected with the residential areas, thus becoming a more active part of Milton.

Milton 2050 sets the goal to transform Milton from a ‘town in the north’ to a strong community town differentiating itself from others with its own identity.

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Strategic Plan

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Fig. 14: Strategic Plan

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SWOT Analysis - Strenghts 6 1

4 2 5

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Fig. 15: Scheme of strenghts Fig. 16: Scheme of weaknesses â–ş

The following SWOT analysis provides a summary of the main strengths, weaknesses, opportunities and threats that were identified within Milton. The strengths and weaknesses discuss current conditions within Milton. These have the potential assist or to hinder the future redevelopment of Milton. The opportunities are areas on which the redevelopment should improve, while threats are potential obstacles that will have to be handled when revitalizing Milton.

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Proximity to the Canal - The Forth and Clyde Canal can become an important feature of Milton from a touristic and leisure point of view.

Vast spaces of derelict and vacant land open up to redevelopment possibilities (green spaces, housing) With Milton’s typography, there are possibilities to take advantage of views towards the Campsies Community involvement to make Milton a better place is on the rise (community garden, proposed community centre) Position between two main roads A879 and A803 (respectively Balmore Road and Kirkintilloch Road) can facilitate the connection between Milton and the wider context Location between the countryside and the City Centre creates a direct connection to the countryside

Strategy

Weaknesses 8

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Milton is suffering from low employment rate, almost 50% more people have income or employment deprivation in comparison to Glasgow’s average.

Street connectivity inside the Milton area as well as connections in or outside of Milton is very weak.

Due to the unfavourable topography, a big part of plots for residential housing is north-facing, which is the opposite of the ideal position (south-facing).

The pedestrian network doesn’t provide enough permeability, especially in a north-south direction.

The provision of facilities in the area is really weak and doesn’t cover all the needs of the residents.

Although Milton has a railway on the east edge, the train stations are located in the south, in not walkable distances. The only frequent bus line is covering only the east edge of Milton.

Bus lines going through Milton have low frequencies.

The social structure of Milton’s residents is not balanced.

The electrical substation next to the residential area can cause noise and visual problems.

There is missing connectivity to Possil Marsh, the Scottish National Wildlife Reserve, right behind the Canal.

10. The Forth and Clyde Canal is not accessible from the Milton’s waterfront.

11. Milton Park is suffering from lack of use, accessibility and visibility.

12. According to the analysis as well as Milton Talks Report, there is a lack of children and teenager play spaces.

13. From observations, the lack of public bins was notified.

14. Lack of maintenance of public spaces is observable in whole Milton. Possible reason is the huge area which needs to be maintained.

15. Streets and other public spaces are mostly designed with a car-focused approach and leading to the absence of human scales.

16. Car speeding is a problem in all areas in Milton and the attempt to solve it resulted in installation of a huge amount of speed bumps.

Another problem is the lack of visibility of these street bumps in some areas.

17. The average density in Milton is really low in comparison to the ideal level in this kind of neighbourhood. That is affecting the walkability in the area, the presence of facilities as well as all kind of transport in a negative way.

18. According to the interviews with local residents, the community in Milton is relatively static, which means that only a few people are moving in our out of Milton.

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Opportunities 4 6

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Milton is closed to Forth and Clyde Canal, there is potential to develop a more social and local character around the waterfront.

The Industrial Area can bring up vibrant and denser housing developments into surroundings with more local employment.

New housing developments, open space and economic functions can be extended on vacant and derelict land.

Milton’s green environment can be a part of the neighbouring Green Belt.

Reconnecting Liddesdale Road with Ashgill Road at the eastern edge of Milton and Balmore Road on the western edge can allow more people to flow through and create a vibrant public life.

Bishopbriggs can be tied at the east side of Scaraway Street to improve more connectivity with Milton.

The railway passes on the east side of Milton, providing a suitable place for a new train station to connect Milton with the surrounding areas.

Fig. 17: Scheme of opportunities

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Threats

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Milton was heavily mined and ground instabilities are to be expected. This past activity hints at the presence of an extensive network of underground tunnels which have already created issues in past developments.

Milton’s area has been selected for future flood risk management. There are indicated both geological deposit vulnerable to flooding (but not necessarily) and areas that likely could be affected by flooding events.

As shown during the Analysis phase, high level of poverty and social alienation affects Milton’s area as well as drugs abuse and addiction. Drug offenders are listed as more than double than the Scottish average and drug related deaths as well. The data about alcohol related deaths show the same ratio. These data are revealed in the physical form of the neighbourhood. In fact, neglected buildings and areas, signs of vandalism and the presence of groups of problematic people characterise several places in Milton, especially in the northern part.

No actual planning activity has been implemented or are going to be implemented on the area and any prevision that may interest Milton is limited to few generic large-scale maps.

Fig. 18: Scheme of threats From the SWOT analysis it becomes clear that on both social and physical terms Milton experiences weaknesses and threats as well as strengths and opportunities. The main weakness for Milton’s people on a social level situates itself in the higher employment and income deprivation percentage compared to the Scottish average. Physically speaking a lot of weaknesses are listed for the area. Milton’s structure gives problems towards connectivity internally and externally towards other communities and the City Centre. Linked to this problem is the service of public transportation and walkable distances. Nevertheless the structure of Milton also shows strengths that has a lot to do with the location of Milton between the infrastructure of the Balmore Road and Kirkintilloch Road.

Connection to these to roads can facilitate the connection between Milton and the wider context.

What is also shown in the SWOT analysis is the amount of vacant and derelict spaces that are both weaknesses and strengths, are one of the assets, and thus are an opportunity to use in next stages.

The negative side and threat of that are the past coal mine activities which can causes problems for future developments. Also the Industrial Area as the location of Milton near the Canal and the Green Belt gives great opportunities that are to be remembered in future actions.

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Mind Map After the in the SWOT analysis identified key issues in Milton, these subjects were structured and completed in the Milton Strategical Mind Map. Five areas were established with hierarchization of priorities in each. The ideal approach of the Strategic Plan is to cover all the topics stated in the Mind Map in detail, however, it is not possible in the scope of our work. Despite this, all topics are included in the next chapters, although some of them just as an abstract. The purpose of the Mind Map is to identify, structure and prioritise topics covered by the Milton 2050 Strategic Plan.

Vacant & Derelict Land Minimalization Functional Efficiency Ground Conditions Towards Mix Use

Land Use Area

Industrial Zone

Milton Park

Parks

Green Belt Possil Park Newly Designed

Employment Centre Mix Use

Residentail

Health Care

Townscape

Public Amenities

Restaurants Pubs

Legibility

Variability

CafĂŠs

Open Space Provision Community Facilities

Maintenance Retirement Care

Topography

Nurseries

Schools

Primary Schools

Social Housing Typology Building Heights

Secondary School Shops Supermarket

Churches

Street Detail Landscaping

Canal Hierarchy of Public Spaces Landmarks

Vistas

Crime Prevention Through Environmental Design Architectural Design Quality Safety Feelings

Identity

Mi

Character Area

Strategy

Fig. 19: Milton Mind Map

Income Mix

Social Mix

Ethnical Mix

Migration Employment Criminality Issues Orchard

Community-led Development

LoveMilton

Training Centre

Strong Community

Community Centre Local Food

Community Garden

Social Area

Right to the City Equality Social Responsibility

Trasport Use of Canal

Gentrification issues

Public Transport

Participation Life Expectancy

Bus Links Train Connectivity

Traffic Calming

Movement Area

Integration with surroundings

Income and Poverty Issues Drug Use Issues

Decrease of Car Dependency

Highrises Case

North-South Pedestrian Connectivity Substation Integration

ilton Strategic Plan

Walkability Street Hierarchy

Cycling support

Urban Nodes

Canal Access Possil Park Access

Demolishing Blocks

Structure Area

Permeability

New Developments GHA Acitivities

Land Ownership Building Ownership

Parcels and Plots Industrial and Residential Zones Relationship

Densification Topography

Form

Definition of Boundary

Squares

Parking

Lambhill Liddesdale Rd Bishopsbriggs Ashfield

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Issues From the Mind Map we made a more bounded structure, grouping all the words of the Mind Map into 10 issues. The following issues are: the environmental network, urban nodes, density, street hierarchy, the Canal, Industrial Area, vacant and derelict land, high-rises, typology of houses and social topics. This method provides a better overview and focuses more on specific problems. It has to be mentioned that we still keep in mind the rest of the subjects from the Mind Map.

Density In theory, unit density is highly linked to the location of the urban nodes. In Milton’s case, with its low density in most of the area and lack of nodes, is following this Theory. The density is crucial for compactness of city and availability of amenities. The higher the density, the better the position in the structure to keep shops and other services profitable.

To change the situation in Milton, the density in some areas needs to rise as well as the average density of the neighbourhood. This can be achieved by completing the urban structure through developing currently vacant and derelict land as well as redeveloping current housing during the following years.

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Fig. 20: Scheme of densities Lower density

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Medium density

Higher density

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Nodes Using the theory of urban nodes in Milton, we can identify that current urban structure of North Glasgow (fig. 7) is following the scheme of the dispersed city as was described by the Urban Task Force (see fig.

2). Especially the area of Milton is suffering from lack of nodes providing amenities and from low density (aside from the enormous area of vacant or derelict space). The scheme of the compact city is not present, this is due no district nodes in the area (the closest are in West End and City Centre).

Glasgow was not planned as a compact city and this approach should be changed in order to get the sustainable city as we described before. Specifically, there should be neighbourhood nodes in Milton and district nodes in North Glasgow. This scheme should be interconnected by public transport to provide all services for all kinds of residents, regardless of their disabilities or social status.

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Fig. 21: Scheme of existing nodes Urban Node Catchment Area Urban Node

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Environmental Network Milton is surrounded by a strong green infrastructure (the Green Belt, Possil Marsh). However the green landscaping fails to penetrate Milton successfully leaving the area fragmented and disconnected (fig.

22). The surroundings on the Current Environmental Network map (fig.

23) shows that Milton would benefit from green linkage between the north and south to connect two parts of Milton that are currently separated and also west-east connection that would strengthen its connection with neighbouring green landscapes.

To attract people to their local natural environment there is a need to create connections between the already existing landscape and potential new green spaces. Creating green corridors and linkage is a common mechanism to reverse the effects of urban fragmentation (Forest Research, 2011). Improving the character of local landscaping opens up opportunities for different public uses.

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Fig. 23: Scheme of environmental network Open Space

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Fig. 22: Simple scheme of environmental network

Golf Course Park Private gardens are not shown

Cemetery Green Belt Tree density (low-high)

Strategy

Street Network The current street hierarchy in Milton focuses on diverting car movement around Milton, to avoid congestion within the centre of residential area. In the Current Concept Plan the existing urban nodes clearly shows that the main roads are not intended to become social spaces as most of the nodes are located off the main roads. This results in a low activity area that doesn’t have the potential to attract more density and flourish as a social space.

Due to the barrier that exists between Milton and other neighbouring communities and also the harsh boundaries to the Green Belt and the Canal, Milton is defined as an isolated area disconnected from its immediate context. Milton is isolated in the East by Ashgill road, cutting off a direct connection with Bishopbriggs. In the western part of Milton, a change in topography prevents the community to have direct connections with the Canal. Liddesdale Road acts as the main road in Milton but does not have the character required to realistically survive as one. Moreover this street is the divider between the north and south of MIlton. Connections between these two areas are scarce, hence limiting the community to only function in one area, according to where they live.

Not only does the street hierarchy not work for vehicle movement but it also affects the pedestrians that are put into difficulty when having to choose a route to get into a different part of Milton. This problem is aggravated by the poorly designed pavements and lack of pedestrian crossing. Street bumps are used on the main streets to force cars to reduce speed but as some locals claim, these are not effective, therefore different traffic calming methods should be considered.

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Fig. 24: Scheme of existing street network Dead-end Street

Local Street

Local Main Street

Urban Main Street

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Canal The Forth and Clyde Canal is located in the west of Milton, which has a significant link for the regeneration in Milton. According to the Forth and Clyde Canal Action Plan (FCCAP) which is a strategic regeneration policy, the development of Milton will focus on health, sustainable transport, diversity and connection with nature. As can be seen on fig.

25 the surroundings of the Canal has limited access to local people and visitors and lacks some direct connections with Milton. The current state of the Canal also has no daily function and activities for Milton residents.

Therefore, the Canal needs to increase more connection with Milton such as a cycle line which is one of the sustainable and satisfied transport option for local people and bikers. In addition, more facilities and mixeduse activities could be developed between the Industrial Area and the Canal to enrich the living qualities of residents in Milton.

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Fig. 25: Scheme of Forth & Clyde Canal issue Issue Area

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Industrial Area The Balmore Industrial Estate is the last addition in Milton’s short historical development. It has been created as a detached area with no connection with the rest of the neighbourhood, in fact it can only be accessed from the south by car and following the road going into a loop on the eastern edge of Milton. Moreover, the area acts as a barrier for the nearby Forth and Clyde Canal and Possil Marsh on the west, contributing to the isolation of the whole neighbourhood.

Although there are several companies in the area, most of them are small-sized. Moreover there is little expansion space for actual growing businesses. Besides the area itself, the environment is of poorquality and poor image, and has some vacant or derelict spaces. These facts make the estate neither attractive for future new businesses nor suitable for existing ones that want to grow.

The Balmore Industrial Estate needs to be rethought as part of the neighbourhood. To achieve this, the area will be integrated in the proposed street network, improving the accessibility and new functions will be introduced. An extension of the Shieldaig area towards the south and the connection to the street pattern will link the Estate to the rest.

The Estate would be characterised by mixed-use buildings and the most significant productive activities will be kept (Allied Bakeries). The presence of the Canal on the west is an opportunity to rethink part of the area for leisure activities and green spaces, adding more variety to the possible functions.

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Fig. 26: Scheme of industrial zone issue Industrial area

No relation with canal

No connection with Milton

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Booklet No.7

Vacant & Derelict Land According to the Scottish Government, vacant land is defined into ‘land view as an appropriate site for development, having either had previous development on it or preparatory work in anticipation of future development’. Derelict land is which ‘damaged by development, so that it is incapable of development for beneficial use without some restoration’ (North Ayrshire Council, N.G). Both lands are capable of being reused.

However, due to particular issues with the condition of sites, new development has not happened.

There is a massive amount of vacant and derelict land in Milton.

Overall land use of Milton is 148 hectares, which includes 17.5% of vacant and derelict land (Glasgow City area has 6.6% vacant and derelict space).

At the present, 96.8% of people in Lambhill and Milton are living within 500m of vacant or derelict land, for Glasgow it is 60.12% (Booklet No.3, 2016).

The levels of the vacant and derelict land are increased due to the results ofdemolishment of 6 schools (Booklet No. 3, p.71-72), a library and old community centre. Most of Milton’s streets are north-facing which decreases the ideal of developments and investments. Another thing is that these land areas do not integrate with the neighbourhood and result in the abundant amount of not maintained (public) spaces. These can significantly occur near the Industrial Area and along Liddesdale Road on the westside of Milton (fig.27).

In order to the City Development Plan, Open Space Strategy highlights some of that vacant or derelict land as protected open space.

However, green spaces with decent maintenance are needed to promote an impression of investment and positive perception of the residential area. These vast spaces of derelict and vacant land should be considered through development by implementing maintained open space, housing or other economic facilities.

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Fig. 27: Scheme of vacant and derelict land Issue Area

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High-rises High-rises in the UK housing industry are a controversial issue as whether to demolish or refurbish.

High-rises in Milton are located along the northern boundary next to the Green Belt. The first high-rises were commenced at Castlebay Drive in 1967 and later at Scaraway Terrace in 1968. All six buildings were completed in 1972 (Booklet No.2, 2016).

The high-rises are concerned with various issues which include not only building qualities but also urban fabric. The major issues of these buildings are lack of interaction with streets and open spaces, which make the high-rise areas isolated from the neighbourhood and lessen the safety. There is no clear edge with the Green belt on the northern side of Milton where the substation, car parking areas and tower blocks are located. As a consequence, these have an impact on resident’s well-being and socio-economic conditions. Because of the aforementioned issues, it is expected that the high-rises will undergo demolition within 30 years.

In the future, more housing may be required to support the density which can follow up with changing urban fabric. The vacant and derelict lands can fulfill the needed new housing development to allocate high-rise dwellers in the foreseeable future. The land of demolished high-rise will be an opened up area to the Green Belt.

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Fig. 28: Scheme of high-rises issue Issue Area

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Booklet No.7

Housing After the lasting overcrowding and poor sanitary provisions problems of the 19th and early 20th century in the city centre of Glasgow, the Glasgow Corporation Housing Department (later called the Architectural & Planning Department, Glasgow Corporation) led a postwar construction programme to address this issue (Dictionary of Scottish Architects, 2016). Part of the programme was the Milton Housing Scheme which basically created the suburban neighbourhood in order to cope with the shortcomings of homes. The Milton Housing Scheme held a short period of rapid constructions between 1946 and 1954 proving the urgent need of more houses. Because of this they were produced in a quick manner and with little attention for quality.

The Milton Housing Scheme has produced different typologies (fig. 30) setting the structure and character of the neighbourhood. Today the typologies can be grouped as high-rise flats, low-rise apartments, attached, semi-detached and detached houses (fig. 29). Together they generate in general a monotone, low-density structured neighbourhood caused by the architectural style of post-WW II development, making

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Fig. 29: Scheme of housing typologies High-rise

Semi-detached

Cottage

Attached Multi-storey

Strategy

the perceived variety seem less than the actually amount of different typologies. This also reflects in the little varied household’s profile of Milton (Booklet No. 3, 2016). Another problem is the typology of high-rises in suburban neighbourhoods. The unit density and location of the highrises at the edge of the city conflict with the Compact City Theory.

Fig. 30: Milton Housing Scheme 1946-1956

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Booklet No.7

Social Issues All the previous issues are physical based, but also non-physical issues were identified in Milton. It’s obvious, that it is not possible to cover all of them in depth within this work, so we’ve selected just the most important issues. These are described below and will be included in an actual strategy through various interventions.

Social Responsibility The Strategic Plan has the ambition to be socially responsible in terms of equality, overcoming social segregation, and incorporating other social focused strategies. The approach has been described as “attitudes that value justice, equality, participation, sharing, sustainability, and practices that intentionally engage social issues and recognise the consequences of decisions and actions.”(Mangold, 2016) In terms of specific strategies, the topic will be developed in the following action areas. The current social situation in Milton is caused partially because of non-responsible urban planning in the 40’s and 50’s which led to the homogenous social mix of the poorest social classes. This fact needs to be kept in mind and improvement strategies should be implemented.

All the changes proposed in the Strategic Plan should be aware of possible negative impacts on residents and therefore an approach to minimise them is applied.

Equality The quality, structure and character are just examples of characteristics of the built environment affecting the equality, diversity, and inclusion and thereby affecting the quality of people’s lives. The approach the city is designed in, built, and managed can enhance the sense of home and safety in public as well as private spaces, or restrict it. The Strategic Plan is focusing on improving accessibility, feelings of security and inclusion of all socially, culturally, and economically divided

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Strategy

groups. Since Milton is more affected by social inequality than the rest of Scotland (Booklet No.3, 2016), the importance of this focus is even increased. Studies show the links between the built environment and inequality (Commission for Architecture and the Built Environment, 2008) and Milton’s case is proving some of these findings.

The specific policies will be developed and equality topics will be incorporated in all action areas.

Participation Further phases of the planning process (not only master planning) should be driven by participatory events in all stages of development for stakeholders, possible developers, but most importantly the community of Milton. They should get the chance and freedom to partake in forming the future of Milton.

Health Previous findings describe the bigger ratio of elderly and people affected by some kind of disability in comparison to Glasgow’s average (Booklet No.3, 2016). These data imply necessity to focus on health issues in Milton as part of one of the action areas. Milton’s life expectancy is below Glasgow’s average and knowing that improvements of these statistics are a long-term strategy, the Strategy is trying to incorporate policies for change. Physical and mental health-focused interventions should be an inseparable part of any specific plans.

Drug Issues Milton’s drug use is problematic and is necessary to resolve on different levels. The strategic level is trying to provide enough space for professional anti-drug related activities and prevent pathogenic effects through environmental design.

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Booklet No.7

Action Areas High-rise case From the 10 issues we have chosen three 3 Action Areas that will represent all these issue. It is the start of the actual strategy, providing ‘actions’ at specific places. This is the core of the whole strategy. Each action area has been handed a different theme and character. The Action Areas are the Built Form, focusing on the built and mineral network, the Environmental Network, including the green and ecological structures and elements, and the Industrial Area, that clearly talks about the industrial area, the Balmore Industrial Estate and its possibilities.

Renewal of current fabric GHA Parking Issues # Variability of typology

Building heights Social housing

Built Form

Demolishing current fabric

map

Architectural quality # New developments Open Space Provision Social Mix Equality #

Gentrification Eyes on the streets

Criminality

Density #

Strong Community # Definition of boundary

Amenities Public Transport Topography Squares Decrease of car dependency # Identity #

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Fig. 31: Built Form Action Area Structure Mind Map

Landscaping

Hierarchy of public spaces # Variability #

hierarchy

Housing Integration with surroundings #

Traffic Calming

Squares # Topography # Indus+Res relationship

Built Form

Streets #

Blocks

Size Permeability

North-south connection

Walkability #

Cycling support

Possil Marsh Access

Legibility #

Urban Nodes # Maintenance

Street Detail

Vistas

Canal Access

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Booklet No.7

Urban Nodes City Node The urban node that is positioned on Liddesdale Road acts as the main urban node in MIlton. The new train station that is proposed for Ashgill Road, will be an important arrival point for people coming from the City Centre to Milton and vice-versa. Once the street connection between Liddesdale Road and Colston Road is re-established, this node has the potential to bridge the gap between Milton and Bishopbriggs. The new proposed road will cut through the current Liddesdale Square and transform the place in a mixed-use square and can potentially become the most intense node in Milton. This will gather the highest density around it offering the community a wide range of facilities that will be inviting for both Milton and the surrounding communities.

Green Belt Node The new urban node proposed in the square where the current bus terminal is, will take the form of a Green Belt Node, meaning that this will become a node that will encourage access to the Green Belt. The bus stop will still be located within this node, therefore increasing the number of people who will get to experience this point of attraction. The urban node will be interconnected with the environmental network, therefore, enabling connections not only to the Green Belt but also to the nearby parks.

Industrial Node The third node is located at the crossroad of Balmore Road and Strathmore Road. Being positioned at the entrance of the Balmore Industrial Estate this node will be more business orientated. The node not only emphasizes the entrance to the Industrial Area but it also links the urban node to the vibrant Canal. The Industrial Node and the City Node create a transversal passage through Milton, both having a different character and giving people a different experience as they come and go out of Milton.

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Fig. 32: Proposed urban nodes within Milton Urban Node Catchment Area

Urban Node

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Booklet No.7

Density A major focus in the whole strategy is on the density issue. The current situation with very low average density is resolved not only by new developments in vacant areas, but also by increasing density in currently built-up areas.

The density tends to naturally grow around neighbourhood nodes. Because the quality of the major part of the existing housing is poor, all buildings will need a lot of investments in next years. This can cover basic refurbishment (density remains the same) as well as overall redevelopment towards higher density. The closer to the urban node the selected plot is, the higher density should gain.

The areas marked in red are the centres of the nodes with the highest density.

Amenities The lack of amenities within Milton contributes to the ongoing problems of Milton, as well as unemployment and poor health. Because Milton doesn’t benefit from a “centre� it is hard for the community to access the limited number of shops encountered around the area.

Amenities will be located around the three proposed nodes.

Therefore the location of the nodes will allow all areas of Milton to be served by amenities such as food shops, bars, restaurant, bookstores, beauty-shops etc. Each node proposed will have a special amenity so that people will be encouraged to circulate between them, rather than being dependent on only on.

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Fig. 33: Proposed structure of density around nodes Major dense development Low dense development

Urban Node Catchment Area Mid dense development

Urban Node

Most dense development

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Booklet No.7

Street Hierarchy To tackle the problems that Milton present in terms of street hierarchy, we propose to increase the street hierarchy of Liddesdale Street and Scaraway Street to become secondary streets. New connections are proposed to connect Milton externally to Possilpark and Bishopbriggs and internally to a re-established connection from north to south and to the Canal. Connecting Liddesdale Road to Colston Road in the east and to Balmore Street in the west allows for linear traffic movement within Milton. Moreover, connecting Scaraway Street to Bishopbriggs from north to northeast increases the connectivity of Milton with its neighbouring communities. The street hierarchy of Scaraway Street is continued on Egilsay Street and this will be connected to the Industrial Area facilitating access to this part of Milton. To increase the permeability within Milton new connections between the north and the south will be established and current streets will be re-developed.

These new connections and the proposed street hierarchy will hopefully encourage people to walk and cycle more, and reduce car dependency as much as possible.

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Fig. 34: Map of proposed street hierarchy Dead-end Street

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Local Street

Local Main Street

Urban Main Street

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Street integrations with surroundings Several of problems identified in Milton are caused by its isolation.

Planning decisions in the 1940s and 1950s cut the historical connections through the area and expected Milton to become an independent neighbourhood. This plan failed and to improve the situation, the new connections to surrounding neighbourhoods needs to be established.

The most important intervention in terms of global connectivity is the return of the Liddesdale Road to its original track as a direct extension of Colston Road (1). The second connection of the eastern boundary of Milton is upgrading a pedestrian route to Bishopbriggs to street level.

Several new or improved entrances on the southern border are improving the permeability of this edge.

Pedestrian links were designed into the area of Possil Marsh (2) and the Green Belt (3).

3 3

2

1

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Fig. 35: Map of new connections with surroundings Possil Marsh connection

Green connections

Neighbourhood connections

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Booklet No.7

North-South Connection Although Liddesdale Road is considered by the locals to be the main street, it currently has very poor connection for vehicle and pedestrian access. Historically, Liddesdale Road was called High Possil Street (Booklet No.2, p.12-13) and at that time it served as a connection between what today is known as Bishopbriggs and Possilpark. However as Milton has developed in the 50s’, Liddesdale Road became a division line that separated the north from the south of Milton. Connections to Liddesdale Road will be created by redeveloping the already existing roads and creating new neighbourhood streets that connect the two divided parts of Milton. Breaking the barrier that Liddesdale Road currently represents will re-establish a sense of community as the new streets will increase walkability and permeability, thus making Milton a whole again.

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Fig. 36: Map of north-south connections South connections

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North connections

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Industrial & Residential Relationship The Industrial Estate came as a last addition to the already built up residential development. Therefore it is very poorly connected to the neighbourhood. Not only is this a separated development but it is also a barrier between the neighbourhood and the Forth and Clyde Canal.

The aim is to reconnect Milton to the Industrial Estate making it a vibrant part of the neighbourhood. To include the residential area within this part, new developments are being proposed around the Industrial Estate, including extending the cul-de-sac developments into the northeastern area. Car access will be facilitated by opening up two new roads. One would be a continuation of Egilsay Street and the second one would result as a re-establishment of the historic Liddesdale Road connection to Balmore Street through Strathmore Road at the roundabout. The connection is made through this route because of the difficult topography: the slope is too steep to make any other connection from Liddesdale Road. The existing car access road, Glentanar Road will be kept and redeveloped along with the Industrial Estate.

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Fig. 37: Slope analysis of area steep

flat

Fig. 38: Map of relationship between industrial and residential areas Connections

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Booklet No.7

Betweenness Centrality The betweenness centrality* analysis of existing and proposed street networks and its comparison is displaying two major changes.

Previously very poorly performance of the eastern part of Liddesdale Road has been immensely improved by direct connection to Colston Road. Whole Liddesdale Road has become the best performing street within Milton and this result is supporting the previously mentioned assumption, that Liddesdale Road is in the ideal position for the main street.

The position of the neighbourhood nodes on the opposite ends of this spine is following the concept of direct connections between nodes located on the most important streets and Multiple Centrality Assessment (MCA) analysis results as shown are supporting these exact locations.

Second major change is observed on Scaraway Street and its adjacent connection to the Industrial Area. Newly established connections to Bishopbriggs in the east and to Lambhill in the west as well as the direct link between these two parts caused the major positive change in the importance of these streets. However, it’s necessary to mention that the result in the western part is affected by a dense grid network and the real importance in this area is lower.

The well performing Scaraway Street is supporting the location of the northern neighbourhood node (Green Belt Node) as well as the overall good performance of newly established north-south connection from this node.

Fig. 39: Full analysed network - betweenness proposal

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* “Index for the number of times a street acts as the shortest link between two other streets.” (Booklet No.5, 2016)

Strategy

Scaraway Street

Colston Road

Liddesdale Road

Fig. 40: Betweenness centrality analysis of existing network - detail

Scaraway Street

Colston Road

Liddesdale Road

NTS

Fig. 41: Betweenness centrality analysis of proposed network - detail

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Booklet No.7

Local Closeness A local closeness centrality* analysis was done with a 400 metres radius, which is equal to a 5-minute walk, and it’s also used as a catchment area for a standard neighbourhood node. The comparison of the existing and proposed network is aiming to prove that the location of the proposed nodes is reflecting the actual situation and significance of chosen locations.

We can identify a better overall performance for the major part of Milton with proposed network changes mostly in western and central parts. The highly connected area in terms of this analysis was identified in the location where the northern neighbourhood node is located. The importance of this area is even bigger in the proposed street network and without any doubts is proving the placement of this node as crucial.

A second area with high level of local closeness centrality is on the intersection of extended Liddesdale Road and Balmore Road, the location of the western node (Industrial Node). We can see the major difference in the Industrial Area network between the existing and proposed network adjacent to this area.

A third area identified as well performed is on the eastern end of Liddesdale Road and Colston Road where, again, one of the nodes (City Node) is located.

Based on the results of this analysis, we can conclude, that locations of newly proposed neighbourhood nodes within Milton are reflecting the actual network and have high potential to become successful centres of Milton.

Fig. 42: Full analysed network - local closeness proposal

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* “Index for the amount of connections a street has within a set distance.� (Booklet No.5, 2016)

Strategy

Balmore Road

Colston Road

Liddesdale Road

Fig. 43: Local closeness centrality analysis of existing network - detail

Balmore Road

Colston Road

Liddesdale Road

NTS

Fig. 44: Local closeness centrality analysis of proposed network - detail

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Booklet No.7

Decrease of Car Cependency The more severe the lack of amenities and the lack of density, the more car dependency increases. Currently in Milton 56% of the people do not own a car, while 43% of the people own at least one car. There is almost an equal amount of people that rely on cars as the people who don not have any vehicle means of transportation. Decreasing car dependency comes as a result of increasing density, adjusting the street hierarchy to suit the needs of the residents, provide and facilitate other means of transport such as cycling, public transport and walking.

To aid the current situation of Milton, the focus should fall on reevaluating the distribution of the bus stops in Milton so that it caters the needs of the residents, distribute amenities around the urban node so that these are easily accessible for everyone. Strengthen connections to the nearby train station, by creating bus lines and cycling routes that provide safe and reliable paths. As the train station is at a considerable distance from the main residential areas, there is a possibility of proposing a new train station that would be closer to the main streets in Milton.

Public Transport We already know, that 61.9% of residents travel to work by foot (or bike) or public transport (Booklet No.3, 2016). Current situation of public transport looks good at first sight, however, it’s not. The frequency of buses going through the Milton is very low (except bus 75) and lines need to be at least rerouted in short term to cover whole Milton or changed in long term to provide a more frequent connection.

A crucial proposal is the establishment of a new train station on tracks adjacent to Ashgill Road and follow the frequency of trains in Bishopbriggs station. This will support the Liddesdale Square node as a City Node and improve availability of different modes of transport than car. It should change the modal split towards a more sustainable ratio and lower car dependency as well.

Short-term proposals are enhancing the connection between nodes by rerouting the major bus lines to Liddesdale Road while keeping them on Scaraway at the very same moment. This scheme forms the “loop”. Instead just turning back to Milton’s bus terminus, the buses are going through Milton and cover the major part of it.

Questionable is the future of bus line A1 provided as free line by ASDA supermarket. It’s highly possible, that after establishing new urban nodes in Milton with all the amenities included, this line would become unprofitable and a private company will cancel it.

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Fig. 45: Proposed public transport Bus Line Catchment Area (200m)

Bus Line

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Booklet No.7

Squares In Milton there are only two main squares, Liddesdale Square and the Scaraway Square, where the bus stops. The present squares are not conceived as social spaces. This comes as a consequence of low level street hierarchy, low density and lack of amenities.

The proposal for the squares of Milton is to transform these into vibrant social spaces, that are embedded in the environmental network and are strongly connected with the community, therefore walkability and easy access should be key points to focus on. The squares will need to be designed so that it clearly communicates the change in street use.

This can be done with changes in the pavement, street furniture, mixeduse street, etc. The squares should also look to provide amenities for locals such as bars, cafe, restaurants and shops, therefore becoming an attractive gathering point.

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Fig. 46: Scheme of squares Larger public space

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Strong Community Milton Talks Report (Playle and Meyerricks, 2016) is stating that residents “overwhelmingly saw the people of Milton as their biggest asset and the most positive aspect of living in Milton.“ As we know from the previous Analysis phase, in Milton there are two major community initiatives - LoveMilton and Community Garden (run by North Glasgow Community Food Initiative). The Strategic Plan is directly supporting these initiatives.

LoveMilton has existing plans to build a training centre and selfbuild community centre in the location of Green Belt node.In the Master Plan for this location should incorporate these plans and redevelopment of area should support its position.

The Community Garden is currently planning an expansion in locality around Liddesdale Square, the strategy for the adjacent neighbourhood node is supporting this intention and masterplan should earmark the specific locality. To even enhance the community feelings, we’re proposing to adopt extensive participation in every development phase.

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Fig. 47: Sites selected for community development Community development

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Booklet No.7

Urban Edge The urban edge, or city boundary in other words, was disrupted by the development of 6 high-rise towers in the 1970s and its character is highly undefined. Clear definition where the city is and where the countryside is implemented in City Plans as Green Belt, but this doesn’t always work in terms of urban or landscape design. It’s necessary to adapt a more specific strategy, Scaraway and Castlebay Streets, which are forming the northern boundary of Glasgow in Milton, should be redesigned to induce the feeling of the exact end of the city instead of current vague undefined space.

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Fig. 48: Map displaying urban edge Urban edge

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Canal & Possil Marsh Access Access to Possil Marsh from Milton is non-existing at the moment, therefore strengthening the feeling of disconnection between Milton and the neighbouring areas. Both the Milton side and the Possil Marsh side have potential to become a very attractive point for the neighbourhood.

However there is a lack of direct access to the Canal and therefore to the Possil Marsh side. To tackle this issue, pedestrian roads will be opened up to the Canal bank, that in the future can potentially become a green promenade (see Issue Environmental Network). One pedestrian/cycle access will be provided for people that are looking to cross the Canal to access Possil Marsh. This will also tie in with the cycle network proposed for Milton.

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Fig. 49: Map of proposed Canal access and Possil Marsh access Proposed connections

Possil Marsh

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Booklet No.7

Cycle Network Within the Glasgow Strategic Plan a cycle network has been proposed to connect the neighbourhoods of Glasgow through safe and clear cycling paths. Lambhill and Springburn are included in this plan but Milton is omitted. Therefore developing a good cycle network within Milton including good cycle connection to its surrounding can be an initial step to include Milton in a well-established cycle network.

Within Milton, the proposed cycle network closely follows the street hierarchy. Therefore the main streets Scaraway and Liddesdale Road will become arterial roads that will incorporate segregated cycling lanes. These are to connect with cycling lanes in Lambhill, Bishopbriggs and the redeveloped cycling route along the Canal, to facilitate people’s access to the neighbouring communities. A segregated cycling lane will be implemented from Castlebay Street to run through the Industrial Estate and across the Forth and Clyde Canal. This will connect Milton to the cycle network that exists on the Possil Marsh side of the Canal, thus encouraging the community to explore the Possil Marsh Wildlife Reserve.

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Fig. 50: Proposed cycle network Offroad route

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Shared bus line

Calmed down street

Designated line

Strategy

Traffic Calming and Street Redesign Milton is known to have problems with cars speeding on the streets making Milton a very unsafe environment. Traffic calming methods aim to prioritize pedestrians, cyclists and local residents.

At the moment, the streets in Milton are filled with speed bumps.

Although this can be advantageous in theory, in reality, it doesn’t offer any benefits to the local community as these often get ignored by drivers than it discourage vehicles to enter or pass through Milton. The relatively uniform distribution of speed bumps, emphasizes the fact that the streets in Milton lack identity and character, therefore they are all being treated in the same way. Other traffic calming methods might be more suitable and offer a more pleasant aspect to the streets. For example, on arterial streets a central median green strip can be implemented that would include trees and low level vegetation or allowing cars to park

Fig. 51: Dominant footpath & cycling on street

Fig. 53: Calmed street - section

Fig. 52: Cycle lanes

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Booklet No.7

Legibility Milton is lacking any kind of signage and its structure is complicated. Legibility improvements are incorporated in many topics of the plan, from definition of a clear identity for new nodes through new connections to a new street hierarchy to street detail and new signage.

We’re identifying clear connections between the 3 nodes, the importance of Liddesdale Road and Raasay Street as well as a trinity of new parks and incorporating a navigation system within Milton and its surroundings to support these.

Fig. 54: Superkilen urban park (BIG), Copenhagen

Fig. 55: Bond Street station, London

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Vistas Because Milton’s topography is very hilly with Liddesdale Road on the ridge, we can identify several vistas. These works as natural landmarks and the presence of nice vistas is enhancing the walking experience.

1.

2.

3.

4.

5.

6.

The intersection of two spinal roads offers the view over the park to a large part of Glasgow.

Liddesdale Square view over the community garden to the city.

Long view through the main spinal Liddesdale Road.

View from the intersection of Liddesdale Road and extension of Raasay Street towards greenery and hills on the north.

View from the place in front of the library through Castlebay Street to the north.

Views from the edge of Milton to the Green Belt.

6

6

5

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4 1

3 2

Fig. 56: Proposed vistas

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Booklet No.7

Structure Comparison In order to get an idea about the real size of Milton, we’ve compared the area of Milton with well-known places around the world characterised by high density. A local example is the City Centre of Glasgow with its grid block structure. As an historical example was chosen Venice, because of its extremely unique form. Third choice is New York’s Manhattan which as only one of the shown cities has an amount of green area comparable to Milton. This area is Central Park.

We can identify, that Milton is an opposite extreme of urban structure and density compared to the chosen examples. Its large blocks, tremendous area of empty spaces or typology is contradictory to the successful scheme. It’s obviously not possible to expect that Liddesdale Road will be performing as well as 5th Avenue or Liddesdale Square as San Marco in Venice, but we need to keep in mind, that the principles of fruitful urban areas are similar no matter the locality.

Fig. 58: Glasgow City Centre within Milton boundary ►▲ Fig. 59: Venice within Milton boundary ► Fig. 57: Milton and its boundary

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Fig. 60: New York (Manhattan) within Milton boundary ►▼

Strategy

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Booklet No.7

Blocks Following previous comparison, we’ve chosen Glasgow City Centre for detailed superimposition with Milton’s structure.

For better illustration, we’re showing both version of the network, the existing and proposed one. As you can see, the size of the City Centre’s block is much smaller than the average block in Milton, with one exception, which is the area in the northwest of Milton where the scale of blocks almost matches the scale of that of the City Centre.

The larger the blocks are, the less the connections through a specific area are. This affects not only the connectivity but also density (more space within blocks), walkability, permeability any many other factors of living.

It’s not reliable nor economically feasible to propose radical change of street network in order to match it to the one in the City Centre.

Our approach relies on changing the street network through series of surgical incisions with minimal expenditure but maximal benefits. The final average block size is smaller than the existing ones and connectivity is enhanced while the identity of Milton remains.

Fig. 61: Direct comparison of block sizes

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Fig. 62: Superimposition of Milton and City Centre network (existing)

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Fig. 63: Superimposition of Milton and City Centre network (proposed)

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Booklet No.7

New development The immense amount of currently vacant (or derelict) land is one of the key issues in Milton. This fact goes hand in hand with low average density in the area.

The proposal is focusing on the elimination of these areas.

Approximately 25 ha were selected as potential areas for new development, expecting 2500-3000 new residents in Milton before 2050.

Major redevelopments should happen in areas of proposed neighbourhood nodes as we already described in the previous chapter.

Redevelopment strategy of the Industrial Area is described in one of the following parts.

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Fig. 64: Areas selected for new development Mixed-use development

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Major dense development

New development

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Glasgow Housing Association Major role in future redevelopment of Milton will be GHA (Wheatley Group), current owner of approximately 40% of buildings in the area. Assumption of the Strategic Plan is the following.

Vision and strategy of Wheatley Group are correlating with plans for Milton. Investments in improving existing homes are necessary for area and it’s expected that high percentage of the structure will be refurbished. Another part, areas adjacent to the urban nodes will be redeveloped to earn higher density, which includes new homes for social rent as well as mid-market and full market homes.

New developments planned on currently vacant and derelict land will be partially developed by GHA in scheme and most viable for their own strategy and providing variability in typology to extend the supply in Milton.

Wheatley Group is currently aiming to increase non-RSL (Registered Social Landlords) commercial activities and Milton’s redevelopment has high potential to fulfil these needs.

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Demolitions The strategical approach in changing Milton’s structure is driven by the minimization of interventions and effectivity. This applies also to the amount of necessary demolitions.

We can identify 3 categories of buildings expected to be demolished: 1. Buildings already in process of demolition.

2. Buildings in the areas of planned new connections.

3. High-rises (long-term vision).

Except for these identified sites, we’re expecting a natural renewal of urban fabric and the increase of unit density around nodes.

3 3 2

1

2 2 2 2

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Fig. 65: Buildings selected for demolition Sites assigned for demolishing

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Typology Future developments will bring opportunities to regenerate Milton to a more identified neighbourhood. Applying a more varied supply of housing typologies will not only help in approaching the Compact City Theory, but will also make a breakthrough in the monotone structure and give Milton the chance to develop a character fit to its newest generation.

In figure 66 you can find a diagram of missing middle house typologies made by Daniel Parolek, principal of Opticos Design, that supports the walkability in an urban context. Using these as inspiration to make Milton a closer and stronger community and above all, these variety of housing typologies can play part in the Strategy to improve the social mix in Milton.

Fig. 66: Scheme of missing middle housing

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Architectural Quality As we identified before, the overall quality of existing housing developments is on a very low level. The Strategic Plan is proposing a huge amount of new developments, which should implement the opposite approach. All new developments should be designed with care about the architectural quality of inner spaces as well as exterior spaces, especially these adjacent to the public space. The design should follow sustainable standards in all aspects.

It is important to fulfill these requirements in order to support the overall vision of the area and provide an example of successful redevelopment of the area. Lack of design quality could be critical.

Fig. 67: Borneo Development, Sporenburg, NL

Street Quality The general quality of the street is on the one hand dictated by the current architectural quality of the houses and on the other hand by the vast derelict land that is present in Milton. Moreover, the front gardens lack identity and the fencing shows a desire of the owners to clearly define their space. The street bumps are another factor that reduces the user experience of the streets in Milton.

The street quality will improve significantly when the derelict lands will be built up, and therefore the sense of safety will be increased. Defining spaces by using natural features such as trees and hedges would eliminate the harsh fences and would contribute to the environmental network. The street bumps that are meant to force cars to slow down can be replaced by alternative traffic calming methods that are not only more effective but also more visually pleasant.

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Fig. 68: Castlebay Street

Fig. 69: Castlebay Street vision

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Fig. 70: Bus terminus

Fig. 71: Bus terminus vision

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Fig. 72: Castlebay Street

Fig. 73: Castlebay Street vision

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Fig. 74: Local street

Fig. 75: Local street vision

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Social Mix As we described in the issues part, existing social mix in Milton is weak and needs to be strengthened. By implementing various kinds of housing typology, we’re fulfilling the first condition to enrich social mix: provide enough variability in housing. The development of the nodes as well as the support of public transport, besides the other changes like the street redesign or environmental network proposals, will support the demand for living in Milton and have the potential to shift the social structure into a more diverse and balanced state.

A worldwide issue connected to almost every redevelopment strategy is gentrification. Although it is a bigger case in the central parts of the cities, this Strategy is trying to prevent Milton from it. The structure of proposed housing typologies and the fact that a major part of the properties is owned by GHA, we can effectively control the social transformation of the area to limit the negatives of possible gentrification.

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High-rise Case Six high-rise buildings in Milton are fundamental to undertake a remedial action with short- and long-term plans.

Why Demolition The building performance scenario against refurbishment or against a demolition and new build option is a very delicate process when calculating assumptions about future prices and the building lifespan (Crawford, et al., 2013). That analysis shows that refurbishment can be a better solution taking into account of carbon emission and energy consumption process. Nevertheless, the 1960s Milton high-rise buildings have to be examined structural checks for long-term stability.

If the buildings are suffering stability weakness, they will be required large amount of investment for refurbishment. Meanwhile, the difference in using resources for refurbishment and new housing development are essential to examine for the distant future. For example, Red Road Flats in Glasgow were spend millions of investment for installing fire escapes in 1985-96 (Paxton, 1989), which was demolished in 2015. At the moment, the life span of Milton’s high-rises has been longer than Red Road Flats.

So their strength is questionable for the next decades. The location of these buildings next to the Green Belt, defining the urban edge, involves one of the main reasons that lead to the proposal of demolition, alongside the deterioration of building quality.

Possible Outcomes There are a number of positive outcomes which far outweigh any risks for community and environment after clearance of the high-rises.

Most of the residents would have a range of psychological benefits experienced after moving from poor quality high-rise accommodation to newly built houses by the research from GoWell (2016) (the GoWell study conducted across six regeneration areas in Glasgow by aspects of community health and well-being).

In addition, the creation of Milton’s edge will be seen clearly after demolishing the tower blocks. These new flatten lands will become breathing space for both Milton and expansion of the Green Belt. It meets the recommendation for the Green Belt and linking development explained in the Urban Task Force (2005, pg-149). Moreover, this can increase a resilience value of Glasgow City Strategy (2016) by aspects of Unlocking Place-Based Solutions.

Action Areas The high-rise areas will be transformed into entrances to the Green Belt and have more connectivity with Milton as part of the environmental network. The high-rise area at Castlebay Drive will form a green connection to the Green Belt and will be part of the historical green strip at the west side of Milton. The other high-rise are at Scaraway Street will also be used as a another entrance to the Green Belt and also gives a

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Fig. 76: High-rise case scheme

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green connection with Milton Park (currently isolated and hidden inside a residential block) and the Green Belt.

Process Demolition will be one of the regenerations in Milton to clearly redefine urban edge although we have not carried out enough of satisfaction surveys across the high-rise residents. The decisions should undertake a long-term perspective by professional experts and stakeholders with dwellers and communities.

Considering relocation for current residents, Milton has many opportunities to develop new housing in vast amount of vacant land.

Approximately Milton is capable to provide approximately 1250 households (equal to 2500-3000 residents) on that vacant and after cleaning derelict land. These amounts are feasible to allocate 540 units (90 units per block*6 blocks) for high-rise residents.

Short-term development The High-rises will be provided short-term development before demolition. The accessibility between each tower block will be supported by pedestrian paths that is to be made in short term too and with higher legibility for public uses. Landscaping and other design solutions can address safety and security issues for neighbourhood (eg. more street lighting design around the high-rises). Instead of vast car parking for high-rise residents, the shared parking lots will be designed along the Scaraway Street, location of the Green Belt Node.

Long-term development The planning for demolition will be required a long period of time to be dealing with tenants and allocating them into new houses. Before relocation the residents, the GoWell (2016) recommended to include postmove counselling and support on the residents to overcome health and personal problems for their successful integration and life advancement after relocation. The demolished lands will be required long-term maintenance to reuse as green spaces. These lands along the Green Belt can be regenerated by for example using green techniques to energize the soil again. An example is the fact of local farming that can be helpful to on the one hand help transit people of getting used to the idea of a new public area. Another advantage can be the local income of renting small plots for farming to the local residents and have educational purposes for schools. For instance Ontario, located in east-central Canada, has nine successful local farming developments within their green belt that are providing economic benefits to their local families and communities (Friends of the Greenbelt Foundation, 2016). In Milton, the prospect of adding farming will create a convivial neighbourhood in the demolished high-rise areas.

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Hierarchy public spaces

Topography# #

Maintenance

Environmental Network

Canal access

Cycling support

The Environmental Network brings all green structures and elements together in one system. A system that will not only generate a healthy environment for humans and animals, but one that also give place to biodiversity, ecology and resiliency. The strategy exists of bringing different issues together in a way that they will work in a complementary way. Changes in the Existing Environmental Network results in, among other things, actions at the Canal and will reflect in developing vacant and derelict land. For the Environmental Network to be effective the most important thing in achieving this is to come to one connected system with different structures and functions, this by implementing new green structures and elements that are momentarily missing, too weak or isolated.

Parks as key elements The Environmental Network is built up in different layers. Starting from the theory of the Compact City, the direct surroundings of the nodes are the most important. They are defined by the presence of amenities, transportation services and high unit densities. It is essential to know that

NS connectivity

Decrease car dependency Traffic Calming Indus+Res relationship #

Criminality Issues # Gentrification

Equality

Integration with surroundings

Walkability Possil Marsh Access Legibility

Open space provision Street detail Landscaping

Green Belt

Park #

Fig. 77: Nodes shift to parks scheme

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Fig. 78: Environmental Network Action Area Structure Mind Map

Street detail

Demolishing #

Highrise #

Definition boundary Parking # Maintenance Building heights

Landscaping Strong community # #

Maintenance

Vacant/Derelict land # Green Network #

GHA

Open space provision #

Environmental Network Landscaping #

Street detail

Possil Marsh Access #

Cycling support # # Indus+Res relationship #

Canal # NS connectivity Canal access Maintenance

Landscaping Landmark

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the nodes are the core of the whole network. That is why in the strategy of the Environmental Network, new parks are made at these nodes, laying the basis for the rest of the network. As you can see on fig 77, the parks are in direct surroundings of the nodes, and are shifted to the right (for the parks inside Milton, the one at the southeastern corner shifts downwards).

Milton Park lies further away from these nodes because it was already an existing one. Implementing a new park at such short distant from each other would make no sense and only increase competition between them.

The parks are on locations of vacant and derelict land or where open space is provided.

The role of park identities Similar to the nodes, the parks (fig 77) each give access to public green spaces, but each offer a different character. Each park should target a specific audience without excluding other age groups, as well as a different identity expressed by the functions and atmosphere.

For example the existing Milton Park embedded in the heart of the community can be regenerated into a children park as green spaces stimulate a sense of adventure and increase creativity. Children need green playgrounds including fields to play on, trees for climbing and bushes for shelter and hiding (Titman, 1994). Prescott (1987) concluded that kindergarten environments were too simple in comparison with the natural environment. She mentioned three unique qualities about nature; the high diversity, the fact that nature is not made by man, and the impression of timelessness. Furthermore, several studies indicate that a diverse and adventurous playground stimulates creative play (Frost and Campbell, 1985). This doesn’t mean that other parks can’t have this as well. They need to be elaborated in its own way. The new parks, one inside (Liddesdale Road - Birsay Road - Westray Street) and one outside (Ashgill Road - railway) Milton, are both located next to primary schools (respectively St. Monica’s Milton Primary and Chirnsyde Primary School) and shows that Milton will have a lot of space to play for children.

There are many ways to design each park with its own identity and attractiveness. If this is as an orchard, environmental education park, dog park, science park, community park, etc. it is all up for the next phase, the masterplan. The design of a park doesn’t always need to cost a lot. Lower maintenance costs can be directed by the arrangement of vegetation, materials and volunteering. Conscious lower maintenance of grass vegetations can increase the biodiversity (Boer, K., Schils, C.M.G.J., 2011), hence creating a more ecological design.

To give direction what the identity concerns, it’s useful to use the topography, morphology and location of the surroundings. Milton Park is embedded in the middle of residential properties, making it a bounded space and easier to keep an eye on the users, especially the children.

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Fig. 79: Park strategy

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The design of the new park at St. Monica’s Milton Primary can respond to the topography, where its highest point is located on Liddesdale Road, and even at the intersection of the three nodes. This place gives great opportunities for landmarks, vistas and views. The other new park lies outside Milton but can play a role in over bridging two neighbourhoods in a playful way and also generate the station surroundings.

Bridging the gap, the importance of connections Connecting the parks will come to the next layer (fig 80), a green street network that will connect all the nodes, parks and other public functions. The green street network is based on the map of the street hierarchy. The most important connection, that of the nodes, are proposed because of their connection, but also because of the position of Liddesdale Road on the ridge. The green elements and structures on these streets and ridge will pronounce how Milton’s new layout is and will function as the new backbone of the street network and nodes (fig 81) The Environmental Network will further extend to the Green Belt, the Industrial Area, the Canal and Possil Marsh. To access all the new developed areas and functions, it is in our strategy that the Environmental Network is provided not only for motorised roads, but also for cyclist and pedestrian roads. Therefore new cyclist routes, for example alongside the Canal, and pedestrian connections are made in the Proposed Street Hierarchy and in this network. By making this green street network, the existing green gap in the Existing Environmental Network is dissolved.

Three horizontal east to west connections (Scaraway Street, Liddesdale Road and Westray Street) are made and five north to south connections (the Canal side, Castlebay Street which also contains the historical green strip, the extended Raasay Street, the new pedestrian connection from Mingulay Street to Ronaldsay Street, and Ashgill Road), making a green grid over Milton. The pedestrian connection is a smaller north to south

Fig. 80: Green connection strategy

Fig. 81: Backbone green network for nodes strategy

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connection, not reaching the northern and southern boundary. With these new connections, not only the parks inside Milton are connected with each other, but they also make connections with the parks outside Milton (Ruchill park and Springburn Park).

Its purpose is also to encourage a walkable and pleasant green environment which will give place to biodiversity and ecological design in the street details to decrease car dependency. Green elements work traffic calming which will help solve problems like speeds driving, the presence of street bumps and the rows of parked cars in the streets.

The connectivity allows the local community to displace faster and over shorter distances. As last the construction of the green connectivity defines the neighbourhood of Milton, where at the top north boundary, the edge of the urbanised city stops.

The Canal as catalyst New developments at the Canal side (fig 82) will catalyse the development of the surroundings. It makes the Environmental Network part of a bigger picture, as the Canal will function as a green bridge to Possil Marsh transversally, to the Green Belt collaterally and to Milton in both directions. The Industrial Area get interlinked into the Environmental Network, making it a more active part of Milton and for the community to use (fig 83). Revitalizing the Industrial Area will play a role in the landscaping and use of the Canal, think of new housing developments, mixed use, recreational activities such as water leisure

Fig. 83: Canal revitalization as catalyst

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Fig. 82: Canal strategy

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or sports, a riverfront park, promenade, etc. At this moment this location is marked as ‘open space’. The bridge that will go to Possil Marsh will be on a pedestrian or even cyclist level, as well as a path alongside the Canal. Both or deemed to bear in mind the continuation of the Environmental Network, meaning that an ecological connection is needed for strengthening the network for biodiversity, sustainability and resiliency.

The Environmental Network can be moulded into different shapes or forms to guarantee the viability of the network in the future and give it the flexibility it needs to support it. The Forth and Clyde Canal needs to become the front door of Milton that can facelift the whole town’s image.

Fig. 84: High-rises transformed to green public spaces

Fig. 85: High-rises as entrances to the Green Belt The Canal side is an asset in promoting new developments and show the opportunities of the location at the Canal, Possil Marsh and the Green Belt.

Fig. 86: Community garden as model for private gardens

Fig. 87: Planned community garden

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High-rise areas become new green edge Another new part in the Environmental Network is located at the place of the high-rises (fig 84). As explained in the Built Form, the highrises will be demolished in long term. The cleared space will provide opportunities to restore the character and boundary of the city edge and the Environmental Network will get interlinked with the Green Belt.

These two location make a good place to open up the Green Belt, they can function as two entrances (fig 85), stimulating Milton’s people to use the available green space as part of their ‘back yard’, but will also attract tourist and nature lovers to enjoy entering the Green Belt at well-marked entrance places.

The importance of private gardens As last part of the Environmental Network we foresee in the Strategy the planned community garden (fig 86) by Milton Community Garden at Liddesdale Road, Liddesdale Square and Ronaldsay Street next to the eastern node. The Community Garden will be an enlargement of the current one and will give place to local activities, productivity, gatherings, stronger community feeling. It can play a role (fig 87) in raising awareness of the Environmental Network on how to use for examples the private garden more in function of productivity and biodiversity. It can be a model to teach and educate not only children but also parents, elderly and admirers. The private gardens may not be part of the publicly accessible green network, but it plays a big role in the Environmental Network as it covers a big area of green space and have different uses (think of the ecosystem, water service, climate, etc.) (fig 88). More importantly, private gardens contain more than the service of biodiversity, it gives structure, it is functional and can be social (fig 89). Everyone can contribute (fig 90) and make their garden part of the Environmental Network, enhancing it by, among others, increasing the biodiversity. The design of private gardens is thus of significant use. The use of vacant and derelict land (in balance with the new housing development) are the solution for making new green places and give it a valuable purpose in the community.

Fig. 88: Private gardens as part of the Environmental Network (Dewaelheyns, 2016)

Fig. 89: Spatial, functional, societal uses of private gardens (Dewaelheyns, 2016)

Milton as pivot point Putting all the structures and layers together result in a complex green structure (fig 91), the whole strategy for the Environmental Network.

What makes it so special is that it is not bounded by the neighbourhood of Milton but goes beyond. Milton plays an important pivot point in not only the Environmental Network where biodiversity, ecology and resiliency play a big role, but also towards other smaller communities it can be used as a model. Inside Milton itself the Environmental Network gives an extra structure above the Built Form to keep the three nodes from gravitating to the neighbouring district nodes and pulling Milton apart. It strengthens the inner structure and give not only purpose to environmental reasons, but also to the lives of the inhabitants and visitors.

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Fig. 90: Cummulation of private gardens and contributors (Dewaelheyns, 2016)

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Fig. 91: Environmental Network trategy Private Garden Open Space

Golf Course

Park

Cemetery

Green Belt

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Industrial Area Relationship with Milton The current separation between Milton and the Industrial Estate needs to be resolved to sort out the issues of connectivity east to west and toward the Canal bank and Possil Marsh as well as contribute to connect the Shieldaig area to the rest.

More different connections will give a new vibrant life to this underdeveloped Industrial Area and new opportunities to Milton and inhabitants.

Relationship with Lambhill Lambhill is an area on the westside of Balmore Road that presents several similarities with Milton’s area such as low quality housing, lack of services and social issues (Glasgow Centre for Population Health, 2008).

Up to now, these two areas have been separated by the Industrial Estate. The Strategy proposes to improve the connection with Balmore Road and open the westside of Milton.

Importance of Balmore Road and connection with the south and the other industrial areas Balmore Road is a link with the southern areas and the City Centre. It is the connection with other industrial areas and business parks, especially the Possilpark Industrial Estate. These commercial areas generally have better sites than the Balmore Industrial Estate, with better connections (proximity to Balmore Road and the railway) and topography. The relation with Possilpark should be improved as it may become an important district node in the near future.

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Fig. 92: Industrial area locations Industrial area

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Streets and topography The Balmore Industrial Estate has a peculiar topography, characterised by slopes which make difficult the realization of streets in direction east-west without high steepness.

This fact has implicated the development of the buildings alongside streets forming a loop.

Because of the topography the site is not fully used and does not offer the possibility to house big facilities or enough parking space for these ones. In fact, it is characterised by several vacant or derelict areas.

Reasons Although the site of the Industrial Estate would be big enough to house bigger activities, because of the topography and the way it has been developed, it results now in an underdeveloped productive area.

The current condition of the area is one of uniformity and rigid isolation.

A situation not suited to attract dynamic new businesses or to allow the existing ones to grow. In fact, several buildings are currently not used.

The possible future development and growth of the Possilpark node will increase its catchment area as it becomes a district node. In the area, a shopping centre has been proposed (Glasgowlive, 2016) and Possilpark has been identified as an area of interest in the Glasgow Resilient Strategy (Glasgow City Council and Partners, 2015). The relationship with this node would be more important for the Balmore Industrial Estate and, therefore, for Milton.Strategy The plan’s primary strategies for the area are improving connectivity and mixing uses.

Strategy The plan’s primary strategies for the area are improving connectivity and mixed-uses.

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Fig. 93: Office park revitalization, Sprawl Repair Manual (Tachieva, 2010)

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Fig. 94: Industrial Zone Strategy Scheme Green space

Residential

Canal Bank

Industry

Mixed-use area

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Connectivity The area will contain one of the three neighbourhood nodes, introducing new connections, the former one functional Industrial Area will become part of the urban tissue.

The actions will be: 1.

2.

3.

4.

New streets allow to tie the Balmore Industrial Estate to Milton.

Connection with Balmore Road will be improved for better linkage with Lambhill and Possilpark.

Formal pedestrian and bicycle paths allow the access to the Canal bank.

Pedestrian bridge connects with the Possil Marsh Wildlife Reserve.

Mixed-use Mixed-use is the mixing of various activities and land uses within a small area. Vertical mixed use means that a single building has several uses within. Horizontal mixed use means that multiple uses and activities are clustered near each other. Both types achieve the goal of making trips shorter and more convenient and raising the possibility that people will choose to use walking, bicycling or transit for their trips. Mixing of uses at the neighbourhood scale, within the 400m walking radius, allows people to reach daily destinations easily by foot. Large areas with single uses such as housing or employment force everyone to travel long distances to get around. Having retail and civic uses within areas of residential and employment uses makes it easy for people to do quick errands during their daily activities.

Having recreational spaces nearby allows people to reach them more easily, creating situations where people can incorporate healthy activities into their daily lives.

Fig. 95: Mixed-use area scheme

Fig. 96: Sketch of mixed-use area

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The Strategy Plan proposes new commercial uses and local serving retail, civic, recreational and residential uses. Few industrial uses will be integrated in the urban tissue. One of these will be the Allied Bakeries that, as part of a national-level industry group, is the most likely to be active in the long-term period. Plots will be gradually converted from the current uses to the ones designed in the Master Plan, starting with the unused ones.

The architecture and the sustainability Among the aims of the Strategy we are revitalising the area and improving the quality of the environment. The overall public space needs to be rethought and there is the necessity to create street fronts. The character of the buildings in the mixed-use area would be varied and articulated to provide visual interest to pedestrians, rather than create an overly unified frontage. Street level windows and numerous building entries would be required for all ground-level activities and retail space. A variety of facades would be encouraged to realise a vibrant environment.

Arcades, outdoor seating, and patios should be promoted along the street to provide places for outdoor activities.

Formal pedestrian and cycling paths will be realised as green links between the Canal bank and the neighbourhood.

The concepts of sustainability will be implemented throughout the whole area, from the building design to the drainage system. The green spaces in Balmore industrial Estate are part of the neighbourhood’s environmental network.

The Canal Bank Currently the Industrial Estate acts as a barrier to access the Forth and Clyde Canal. Formal paths will link the Canal bank to the rest of the neighbourhood. Open spaces, we are suggesting a promenade, and facilities for outdoor activities, for example some water activities, will be realised on the Canal bank. A pedestrian bridge will cross the Canal to create a direct connection between Possil Marsh and Milton.

The primary school Considering increasing the inhabitants proposed in our Strategy and the possibility to serve other areas nearby, it is reasonable proposing the realization of a new primary school and maybe even a secondary school. This long-term provision will be viable once the critical mass of residents (3000) will be reached.

The new facility would be on the former site of a demolished secondary school on Balmore Road nearby the Canal that is currently unoccupied.

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Timeline The Strategy will cover a period of 34 years for Milton. It aims to realize the Vision of Milton 2050, a strong community with its own identity.

The timeline individuates three essential phases each going for around 10 years.

Phase one (2017-2028) In the end of phase one the backbone of the new urban structure will be realized: the new extensions of Liddesdale Road will connect the neighbourhood with Balmore Road on the west and Bishopbriggs on the east as well as two of the nodes (Industrial Node and City Node). The City Node will be the first to be urbanised by housing developments, amenities and other functions. Traffic calming strategies will start to be implemented in the street network and the existing speed bumps will begin of being removed. The process would be actuated throughout the whole development of the street network. New housing process would start on the vacant areas, allowing to settle new inhabitants and relocate people from the houses that will be demolished as well as the densification of the area around the nodes. The environmental strategy will start with Ashgill Park, while Milton Park already exists and will be improved. As pillar of the overall strategy, the actions to deliver the train station would be implemented as soon as possible. The new bus stops will be built at the same time of the activation of the new bus routes. Since the training centre, the community garden and the community centre have been already proposed, they are included in the first phase.

Phase two (2029-2039) In the second phase will be realised the extensions of Scaraway Street with the new connections to Bishopbriggs and towards the west part of Milton. It would be also possible the extension of the Shieldaig area, allowing new housing activities. From this point it may start the process of transition of the industrial area as more plots would become available. The definition of the Industrial Node would begin. In this period, completion of the landscaping transformation of the Canal bank and the possible construction of the pedestrian bridge toward the Possil Marsh as well as pedestrian and cycle paths to connect the area with Milton is expected. Further actions will improve the environmental network and the short-term prevision the high-rises would be activated (landscaping).

Phase three (2040-2050) In the third phase the housing developments would allow to relocate people from the plots needed to complete the street network; in particular the north to south extension of Raasay Street to Ashgill Road.

In parallel with the completion of the street network, also pedestrian and cycle paths will be completed. At the same time, the completion of the “green street network�, that is part of the Environmental Network and Street Network, and the Birsay Park would be operational.

With the advancement of the housing process the planned density around the nodes will be reached. The transition for the transformation of the Industrial Area into the mixed-use area would be complete and the Industrial Node would be operational. Also, the Green Belt Node on Scaraway street would be complete. With new inhabitants, it may be that the critical mass for the realization of the new primary/secondary school

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Liddesdale Rd Scaraway St local streets City Node Industrial Node Green Belt Node public transport train station new amenities community garden training centre community centre Birsay Park Milton Park Ashgill Park housing development high-rise public space connection to Possil Marsh Canal bank traffic calming high-rise demolition defintion of boundary Industrial Area transition Environmental Network

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near the Canal is reached.

The aim of the new definition of the boundary of the neighbourhood will be reached completely with the completion of all the strategies. With the redesign of the northern boundary and the demolition and design of the high-rise areas we will achieve a clear definition of where the city is and where the countryside starts.

2050

2045

2040

2035

2030

2025

2020

2017

Fig. 97: Timeline of strategy

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Conclusions The Strategic Plan is a result of our work process to reach our goal to transform Milton from a ‘town in the north’ to a strong community town differentiating itself from others with its own identity. We are doing this so by creating a flexible framework wherein Milton can evolve and grow.

Before, Milton was disconnected to the rest of the neighbourhoods in a physical way, yet depending on amenities and sources of neighbouring towns and the City Centre to fulfill daily and weekly needs. By creating our Strategy around the nodes, the key in our story, we make a chain of (re)actions in not only the urban fabric, but also in economic, social and environmental meanings. It’s comparable to a mechanical system made out of cogwheels (fig 98), where each cogwheel represent a city or town.

Depending on their importance they are located in the middle or on the edge and have differences in size. It is comparable to the use of different nodes applied in the Compact City Theory. As in the real world, all cogwheels are supposed to be connected to be part of the system, to be functional and work. Milton is located on the edge of Glasgow’s boundary and so, metaphorically, also on the edge of the mechanical system. It can easily be left out without the system having problems to work. The cogwheel can be taken off and still continue to work. With our Strategy we make Milton part of the system: connecting it to the other towns and the City Centre, to let it function on its own by implementing nodes related to the Compact City Theory and Action Areas. The Strategy is a complex of different choices, influenced by the analysis results and Compact City Theory. We think that with our Strategy, Milton can become part of the system and make its importance known by its opportune location and strong identity. We aim to give Milton the freedom to make and remake what is theirs, with our knowledge and research.

NTS

Fig. 98: Cogwheel diagram

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Fig. 99: Strategic Plan

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Proposed Concept Plan

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Nodes & Density We’re showing two versions of densities, ideal final state after and an interim version, with urban nodes redeveloped only within Milton since this Strategy is focusing only on one part of North Glasgow, we can just recommend general strategies for other areas and assume that these strategies will be applied. Without implementation, the concept plan will be of final state andl be identical as interim.

Major changes within Milton caused rise of density around 3 new neighbourhood nodes, effectively improving the previous situation with low-dense structure problems. Similar rise of density is expected around other neighbourhood nodes and significant changes are expected around 3 new district nodes, upgraded nodes in Possilpark, Bishopbriggs and Summerston.

Current Concept Clan ► Proposed Concept Plan ▼

Urban Node Catchment Area

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Fig. 100: Existing Nodes & Density

Urban Node

Specialist Areas

Lower density

Medium density

Higher density

Fig. 101: Existing Density Section Representation

Fig. 102: Proposed Density Section Representation

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Interim Nodes & Density

Urban Node Catchment Area

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Urban Node

Fig. 103: Proposed Interim Nodes & Density

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Street Hierarchy The Proposed Street Hierarchy has two main objectives: increase the connectivity between Milton and neighbouring communities and restructure the street hierarchy within Milton to ease north to south access and the access to the Forth and Clyde Canal bank.

The proposal now shows 2 main streets within Milton. Liddesdale Road has been re-linked with Colston Road in the east, returning it to its original form. This is connected in the west with Balmore Street creating a transversal access in and out of Milton. We have upgraded the street hierarchy of Scaraway Street as it is already an important street in Milton (bus terminal). This has been connected in the east with Bishopbriggs, thus facilitating access to neighbouring communities. Liddesdale and Scaraway Street now connects Milton in the north and south with the wider context. The barrier that exists between the north and the south will be broken by redeveloping existing neighbourhood streets and creating new streets that will connect the two separated parts of Milton.

A stronger relationship between the Industrial Area and the residential area of Milton has been created through 2 new street connection. The connection that runs along the upper part of the Industrial Area (Glentanar Street) has increased its hierarchy to become a main street with a separated cycling lane.This aims not only to bring people to the Industrial Area but also to open up the access to the Canal and Possil Marsh. The other connection comes as an extension of Egilsay Street and it will be a mixed-use street that will allow for both cyclists, pedestrians and automobile access.

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Public Transport & Cycle Network Proposed public transport Milton has the potential to achieve the spatial framework aims for Glasgow’s future as a connected city, and Milton’s place as a connected neighbourhood, through an exploration of appropriate mass transit solutions (Booklet No. 3, 2016). In our Proposed Public Transport map, we want to extend the current Bus 75 and M3 to Castlebay Street to strengthen the connectivity more for residents, and increase the frequency of Bus M3 if it is possible. Meanwhile, we propose a new small train stop which will be located under junction between Colston Road and Ashgill Road to improve accessibility and decrease car dependency in Milton

Proposed cycle network The future development of the Milton site should encourage greater cycling opportunities through its design, and the proposed cycle routes should connect with the existing cycle network. The Proposed Cycle Network increases on Ashgill Road, Scaraway Street to Duncryne Place, Strathmore Road and Liddesdale Road. The aim is not only to enrich the internal environmental network but also enhance the connection of north to south and west to east to attract more people from external and nearby area.

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Environmental Network The Proposed Environmental Network consists of 8 (instead of 7) categories that represent the green structures for Milton and the wider area: the Green Belt, parks, cemeteries, golf courses, trees, private gardens, open spaces and the community garden (ig 110). The Proposed Environmental Network focuses on the area of Milton, but dares to make new proposals outside Milton’s boundary as an environmental network cannot be contained inside one place.

The Green Belt area has not been resized, but at the place of the 6 high-rises are now two green spaces, working as entrances to the Green Belt and making it more connected with Milton. It draws the Green Belt into the town, interlinking the Environmental Network with the urban fabric. From these two green spaces in the north, new connections are made through Milton, making one bigger green network that was missing in the Current Environmental Network.

The newly made ‘left green entrance’ is now connected with the historical green strip in the west. From there it goes all the way to the south, going along the newly made road connection between Liddesdale Road and Strathmore Road. The interpretation of these green connections are for now trees as new housing development are planned here and more specific divisions are to be made in the masterplan. For the ‘right green entrance’ is a similar green connection going from there to the south, visualizing a newly made pedestrian path. A third north to south connection is made on Ashgill Road at the right boundary in the west. This ends in the already existing green elements on the extension of Ashgill Road in the south.

To highlight the street hierarchy and to complete the Environmental Network, three east (Ashgill Road) to west (the historical green strip) connections are made. Alongside Scaraway Street, Liddesdale Road and Westray Street are new green structures that are momentarily interpreted as tree elements. The result is a green grid that bridges the gap in Milton (fig 101) in the Current Environmental Network (fig 100) with also Milton’s boundary turned into a green corridor.

The already existing green structure at the Forth and Clyde Canal is to be strengthened so pleasant cycling along the Canal is encouraged.

Inside Milton is one new park located at the Industrial Node.

Outside Milton is another park that complements the three park structure in and around Milton (together with Milton Park). Throughout the Proposed Environmental Network all green elements are connected. The parks planned on vacant and derelict spaces (open spaces) to give them new purpose.

The newest category of community garden give place to local activities that has green productive purposes and bring the community together. One is situated in the east of Milton, at the City Node.

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Concept Plan The Proposed Concept Plan shows the results after implementing the Strategy. The biggest difference is the addition of three proposed neighbourhood nodes, one on Liddesdale Square, one at the intersection of Balmore Road and Strathmore Road, and one at Scaraway Street and Skerray Street (respectively the City Node, Industrial Node and Green Belt Node). Together with these nodes, the existing neighbourhood nodes Summerston, Possilpark and Bishopbriggs will grow to become district nodes. Having applied the Compact City Theory we propose together with the nodes more amenities and high densities around these nodes.

Furthermore they are connected to each other through the proposed Street Network and Environmental Network.

Respectively they are made by new street connections and green structures and elements. New street connections are in particular proposed at Liddesdale Road to Colston Road, Liddesdale Road to Strathmore Road to give Milton better connection to the East and West through Balmore Road and Kirkintilloch Road. North to south connections are made inside Milton on a local scale to increase the permeability for pedestrians and cyclists. Outside Milton the new bus routes and train station proposals are to increase connectivity to Milton and offer better public transport links on a regional scale. Our new street hierarchy highlight the importance of the streets that increases the legibility of the node structures. The green structures and elements that help hold together the nodes in one arrangement, are based on the implementation of three parks, one already existing (Milton Park).

Parks are each located in the direct surroundings of the nodes.

Green structures as natural street elements are strengthening the connection (backbone) between the nodes. Furthermore it links Milton into a green grid to the surroundings: canal bank development and a bridge connecting Milton to Possil Marsh and the Green Belt, two ‘formal’ entrances to the Green Belt in the north (on the location of the 6 highrises we see demolished after two decades or when they are not of viable quality anymore) and connections to the greater area with Ruchill Park and Springburn Park.

The community garden is set as a model to stimulate local activities and play a role in the use and maintenance of private gardens.

The proposed Environmental Network overcomes the fragmentation and makes Milton a pivot point in this needed network.

For the Industrial Area we propose it to be transformed to a mixeduse area where the fabric becomes an active part in the lives of Milton’s inhabitants. It is a place where commercials, housing and civic functions can be developed. With its location between the proposed Canal bank revitalization and restructured residential area, its location will become a passage to move around Milton, enforcing it to be part of the community.

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Conclusions We can conclude for the Strategy Booklet that our Strategy and work process has been well founded on findings from the Analysis, Current Concept Plans and by reading and applying the Compact City Theory.

The methodology for this booklet is consistent and is reflected in the structure of the booklet. The booklet entails every step of the work process: three chapters (Current Concept Plan, Strategy and Proposed Concept Plan) subdivided in logical parts. As the title of the booklet states, the Strategy has the biggest part in it: going from a vision to the Action Areas and the final Strategic Plan. We have tried to include every subject that we found of importance into the Mind Map and translate it in bigger, grouped themes to translate them upon the physical form of Milton. As in every strategy not everything can be included, so we focused on the key subjects: the nodes, density, the street hierarchy and the environment. From there we tried to make one coherent and understandable approach on how to develop a strategy for the next 34 years for Milton that is at the same time a feasible and realistic strategy.

We rely on the different stakeholders, but mainly on the participation of the community to form Milton to their views and needs, and we have laid the foundation of their new future: a strategy that creates the environment in where Milton’s inhabitants have the flexibility to adapt it to their needs and give them the freedom we aimed for in our Vision.

The next step is to continue working on making this Strategy more palpable by moving to the next phase, the Master Plan. This Strategy laid the basis for that, giving space and flexibility to deal with the detailing and different perspectives on how Milton can become.

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Appendix Since the strategies are complex, long term and require the high amount of investments, it’s necessary to keep in mind the sustainability of all projects - from an environmental as well as economic point of view.

Environmental Sustainability Our vision for Milton 2050 will be achievable by applying design solutions for environmental sustainability and energy efficiency. The strategic and concept plans have been considered with functional and local requirements adding to a long-term investment by seeing a sustainable, resilient and convivial future for Milton.

Urban wildlife will be promoted by expanding local green networks, parks and green corridors (see fig. 110, p. 128-129). The new connection between Milton and Possil Marsh Wildlife Reserve as well as the edge of the Green Belt will improve the environment for the urban wildlife. A key partner in implementation, beside the local community, is Glasgow Clyde Valley Green Network Partnership. The prospect of managing the Canal water against pollution within the neighbourhood is expected to be developed by Scottish Canals and Scottish Waterways Trust.

New housing development and industrial improvements in Milton will require sustainable design solutions to meet environmental standards by building up flood resilient and energy efficient properties. These will commit long term benefits for residents. It needs to be carried out by GHA, Scottish Power Energy Networks and Scottish Renewables for ensuring sustainable use of energy and development.

Public transport facilities will be located within walking distance by providing new street network and bus routes, thus reducing the reliance on (private) motor vehicles and contributing to urban sustainability. This will be contributed to fruitful outcomes by local transport stakeholders.

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Investments The Strategic Plan is expecting the high amount of investments in following years. These investments are planned in different phases to distribute financial demands in order to keep the redevelopment economically sustainable. The Strategy is expecting involvement of several stakeholders in public and private sectors.

Public sector investments partners are involving Glasgow City Council (GCC) (road network, public spaces, public buildings), Network Rail and ScotRail (new railway station), Scottish Canals (Canal area) or government funds. A major stakeholder will be Glasgow Housing Association (GHA). Community garden extension will be funded by North Glasgow Community Food Initiative (NGCFI) and its sources and funding of LoveMilton projects will be covered by their funds and partnerships with possible support of Glasgow City Council.

Commercial development in the area will be divided into several sections, residential development on currently vacant or derelict land unrelated to GHA will be driven by commercial viability and is expected in later phases of redevelopment when the attractiveness of Milton will rise to a certain level and demand of living in Milton will be higher.

Industrial development is expecting to be in some locations in the Balmore Industrial Area in order to fulfil the mixed-use approach. This will be followed by business development in the same area. The viability of redevelopment for commercial sector will be crucial for the whole western part and GCC needs to prepare proper conditions for its admission.

Specific situation is in the redevelopment of nodes areas - we’re proposing to establish private-public partnerships to gain enough of investments at once as well as divide the potential risk into more players.

GCC and GHA are expecting to be key participants.

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Fig. 1: The Compact City Scheme used by UDSU, drawn by authors 7 Fig. 2: The Dispersed City Scheme by UTF, Rogers, R. (1999). Towards an urban renaissance. 1st ed. London: Spon.

8 Fig. 3: The Compact City Scheme by UTF, Rogers, R. (1999). Towards an urban renaissance. 1st ed. London: Spon.

9 Fig. 4: Existing density section representation, drawn by authors 10 Fig. 5: Size of hexagon, drawn by authors 11 Fig. 6: Scheme of binning, drawn by authors 11 Fig. 7: Existing Nodes & Density, drawn by authors13 Fig. 8: Existing Street Hierarchy, drawn by authors 17 Fig. 9: Existing Public Transport Network & Cycle Network, drawn by authors 19 Fig. 10: Summerston Environmental Designations, Glasgow City Council. 2014. City development plan. Background paper 13. Green Belt Review. [ONLINE] Available at: https://www.glasgow.gov.uk/CHttpHandler.ashx?id=19223&p=0. [Accessed 19 November 2016].

20 Fig. 11: Existing Environmental Network, drawn by authors 23 Fig. 12: Existing Concept Plan, drawn by authors 25 Fig. 13: Strategy Plan workflow diagram, drawn by authors 28 Fig. 14: Strategic Plan, drawn by authors 33 Fig. 15: Scheme of strenghts, drawn by authors 34 Fig. 16: Scheme of weaknesses, drawn by authors 34 Fig. 17: Scheme of opportunities, drawn by authors 36 Fig. 18: Scheme of threats, drawn by authors 37 Fig. 19: Milton Mind Map, drawn by authors 39 Fig. 20: Scheme of densities, drawn by authors 40 Fig. 21: Scheme of existing nodes, drawn by authors 41 Fig. 23: Scheme of environmental network, drawn by authors 42 Fig. 22: Simple scheme of environmental network, drawn by authors 42 Fig. 24: Scheme of existing street network, drawn by authors 43 Fig. 25: Scheme of Forth & Clyde Canal issue, drawn by authors 44 Fig. 26: Scheme of industrial zone issue, drawn by authors 45 Fig. 27: Scheme of vacant and derelict land, drawn by authors 46 Fig. 28: Scheme of high-rises issue, drawn by authors 47 Fig. 29: Scheme of housing typologies, drawn by authors 48 Fig. 30: Milton Housing Scheme 1946-1956, Dictionary of Scottish Architects. 2016.

DSA Building/Design Report. [ONLINE] Available at: http://www.scottisharchitects. org.uk/building_full/php?id=411487. [Accessed 14 November 2016]. 49 Fig. 31: Built Form Action Area Structure Mind Map, drawn by authors 53 Fig. 32: Proposed urban nodes within Milton, drawn by authors 55 Fig. 33: Proposed structure of density around nodes, drawn by authors 57 Fig. 34: Map of proposed street hierarchy, drawn by authors 58 Fig. 35: Map of new connections with surroundings, drawn by authors 59 Fig. 36: Map of north-south connections, drawn by authors 60 Fig. 37: Slope analysis of area, drawn by authors 61 Fig. 38: Map of relationship between industrial and residential areas, drawn by authors 61 Fig. 39: Full analysed network - betweenness proposal, drawn by authors 62 Fig. 40: Betweenness centrality analysis of existing network - detail, drawn by authors 63 Fig. 41: Betweenness centrality analysis of proposed network - detail, drawn by

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authors 63 Fig. 42: Full analysed network - local closeness proposal, drawn by authors 64 Fig. 43: Local closeness centrality analysis of existing network - detail, drawn by authors 65 Fig. 44: Local closeness centrality analysis of proposed network - detail, drawn by authors 65 Fig. 45: Proposed public transport, drawn by authors 67 Fig. 46: Scheme of squares, drawn by authors 68 Fig. 47: Sites selected for community development , drawn by authors 69 Fig. 48: Map displaying urban edge, drawn by authors 70 Fig. 49: Map of proposed Canal access and Possil Marsh access, drawn by authors 71 Fig. 50: Proposed cycle network, drawn by authors 72 Fig. 51: Dominant footpath & cycling on street, Urban Design London. (2016). Draft paper on 20mph calming measures - open to comments - Urban Design London. [online] Available at: http://www.urbandesignlondon.com/20mph-paper/ [Accessed 15 Nov. 2016]. 73 Fig. 53: Calmed street - section, drawn by authors 73 Fig. 52: Cycle lanes, Urban Design London. (2016). Draft paper on 20mph calming measures - open to comments - Urban Design London. [online] Available at: http:// www.urbandesignlondon.com/20mph-paper/ [Accessed 15 Nov. 2016].

73 Fig. 54: Superkilen urban park (BIG), Copenhagen, DesignRulz. (2016). Superkilen Urban Park by BIG architects, Topotek1 and Superflex | DesignRulz. [online] Available at: http://www.designrulz.com/outdoor-design/2012/10/superkilen-urbanpark-by-big-architects-topotek1-and-superflex/ [Accessed 19 Nov. 2016].

74 Fig. 55: Bond Street station, London, Crossrail. (2016). Crossrail’s Urban Realm: the Public Spaces outside the Stations. [online] Available at: http://www.crossrail.co.uk/ route/property-developments-and-urban-realm/urban-realm-proposals/ [Accessed 24 Nov. 2016]. 74 Fig. 56: Proposed vistas, drawn by authors 75 Fig. 57: Milton and its boundary, drawn by authors 76 Fig. 58: Glasgow City Centre within Milton boundary, drawn by authors 76 Fig. 59: Venice within Milton boundary, drawn by authors 76 Fig. 60: New York (Manhattan) within Milton boundary, drawn by authors 76 Fig. 61: Direct comparison of block sizes, drawn by authors 78 Fig. 62: Superimposition of Milton and City Centre network (existing), drawn by authors 79 Fig. 63: Superimposition of Milton and City Centre network (proposed), drawn by authors 79 Fig. 64: Areas selected for new development, drawn by authors 80 Fig. 65: Buildings selected for demolition, drawn by authors 82 Fig. 66: Scheme of missing middle housing, Opticos Design, Inc. 2015. Missing Middle Housing, Respond to the Demand of Walkable Urban Living. [ONLINE] Available at: http://missingmiddlehousing.com/. [Accessed 14 November 2016].

83 Fig. 67: Borneo Development, Sporenburg, NL, West 8. (2016). Borneo-Sporenburg. [online] West 8. Available at: http://www.west8.nl/projects/borneo_sporenburg/ [Accessed 4 Dec. 2016].

84 Fig. 68: Castlebay Street, drawn by authors 85 Fig. 69: Castlebay Street vision, drawn by authors 85

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Fig. 70: Bus terminus, drawn by authors 86 Fig. 71: Bus terminus vision, drawn by authors 86 Fig. 72: Castlebay Street, drawn by authors 87 Fig. 73: Castlebay Street vision, drawn by authors 87 Fig. 74: Local street, drawn by authors 88 Fig. 75: Local street vision, drawn by authors 88 Fig. 76: High-rise case scheme, drawn by authors 90 Fig. 77: Nodes shift to parks scheme, drawn by authors 92 Fig. 78: Environmental Network Action Area Structure Mind Map, drawn by authors 93 Fig. 79: Park strategy, drawn by authors 94 Fig. 81: Backbone green network for nodes strategy, drawn by authors 95 Fig. 80: Green connection strategy, drawn by authors 95 Fig. 83: Canal revitalization as catalyst, drawn by authors 96 Fig. 82: Canal strategy, drawn by authors 96 Fig. 85: High-rises as entrances to the Green Belt, drawn by authors 97 Fig. 86: Community garden as model for private gardens, drawn by authors 97 Fig. 84: High-rises transformed to green public spaces, drawn by authors 97 Fig. 87: Planned community garden, drawn by authors 97 Fig. 88: Private gardens as part of the Environmental Network, Dewaelheyns, V. (2016). The garden complex in strategic perspective. The case of Flanders. Gent.

98 Fig. 89: Spatial, functional, societal uses of private gardens, Dewaelheyns, V. (2016). The garden complex in strategic perspective. The case of Flanders. Gent.

98 Fig. 90: Cummulation of private gardens and contributors, Dewaelheyns, V. (2016). The garden complex in strategic perspective. The case of Flanders. Gent.

98 Fig. 91: Environmental Network trategy, drawn by authors 99 Fig. 92: Industrial area locations, drawn by authors 101 Fig. 93: Office park revitalization, Sprawl Repair Manual, Tachieva, G. (2010). Sprawl repair manual. 1st ed. Washington: Island Press.

102 Fig. 94: Industrial Zone Strategy Scheme, drawn by authors 103 Fig. 96: Sketch of mixed-use area, drawn by authors 104 Fig. 95: Mixed-use area scheme, Mauitechpark.com. (2011). Master Plan Update | Maui Research and Technology Park. [online] Available at: http://mauitechpark.com/master-planupdates/ [Accessed 15 Nov. 2016].

104 Fig. 97: Timeline of strategy, drawn by authors 107 Fig. 98: Cogwheel diagram, drawn by authors 108 Fig. 99: Strategic Plan, drawn by authors 109 Fig. 100: Existing Nodes & Density, drawn by authors 113 Fig. 101: Existing Density Section Representation, drawn by authors 113 Fig. 102: Proposed Density Section Representation, drawn by authors 113 Fig. 103: Proposed Interim Nodes & Density, drawn by authors 115 Fig. 104: Proposed Nodes & Density, drawn by authors 117 Fig. 105: Existing Street Hierarchy, drawn by authors 119 Fig. 106: Proposed Street Hierarchy, drawn by authors 121 Fig. 107: Existing Public Transport & Cycle Network, drawn by authors 123 Fig. 108: Proposed Public Transport Network & Cycle Network, drawn by authors 125 Fig. 109: Existing Environmental Network, drawn by authors 127 Fig. 110: Proposed Environmental Network, drawn by authors 129 Fig. 111: Existing Concept Plan, drawn by authors 131 Fig. 112: Proposed Green Network, drawn by authors 133

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