Designing Streets: Consultation Draft

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Case Study G13: Renfrew Riverside: Ferry Village

Location

Renfrew, Renfrewshire

Case Study Summary

Large scale contemporary masterplan for a 113 Ha site being delivered through design guidance; private sector led regeneration scheme.

Good working relationships both within the Council and with the lead developer.

Description and Project History

The Renfrew Riverside area has shared history with other parts of the Clydeside: once an important piece of industrial land connecting Renfrew with the Clyde, by the 1980s it was degraded and neglected.

The majority of the land area now encompassing the Renfrew Riverside was purchased by Capital Shopping Centres plc ( CSC) in the 1990s. Regeneration commenced with construction of the Braehead Shopping and Leisure Centre. The Riverside area encompasses some 113 Ha of land in total, mostly within CSC control. Joint working arrangements were put in place between CSC and the Council and in 1999 an Area Development Framework ( ADF) was completed by consultants David Lock Associates and Ian White Associates as a basis to guiding future regeneration within the area.

The result of the ADF was land use allocation by the council, consistent with the proposals.

The ADF then formed the basis for an Outline Planning Application in late 2000 and included a Masterplan Statement and an Environmental Assessment. This identified the land parcels for development and the particular characteristics for each site. The development proposal comprised around 2 000 new homes, a business park, region-wide leisure facilities through an expanded Braehead (Xscape), a hotel, and a park incorporating SUDS.

In 2003 the application was approved. The delayed timescale was due to further technical studies which were required (flooding, contamination and archaeology, the complexity of the Section 75 agreement and issues over the key road connections which are discussed in more detail below. Upfront works have included undergrounded pylons and designing and implementing a Flood Prevention Scheme.

The masterplan was adopted as Supplementary Planning Guidance and was intended as to set out design objectives and principles in order to ensure that development of each of the separate sites identified would be co-ordinated and yet distinctive. It was also important that they should be complementary to, and well-connected with, Renfrew itself in order to enable its regeneration.

Design briefs were then been prepared for each development parcel to which each developer has to conform. These are prepared by the same consultants who prepared the Development Framework and the Masterplan ensuring that there has been a consistency of approach throughout. CSC retains an involvement in discussions for each site alongside the developer for each land parcel.

Xscape was the part of the masterplan approved first, in the knowledge of the other work to follow. By early 2008 the first phase of the business park had been built, the park had been completed and 6 housebuilders were all active on site. 30-40% of the housing has been completed within the first 5 years.

Because of all the upfront discussion and agreements in place, detailed applications which conform to the masterplan and to the design briefs have been processed quickly, generally within 2 months.

Masterplan aims

The aims of the masterplan were to achieve the following:

  • ensure that the new urban quarter integrates fully with the existing built-up area of Renfrew
  • create a high quality waterfront with public access
  • produce a new urban quarter with a strong sense of place
  • be robust and flexible
  • reduce reliance on the car for short trips
  • have regards for human scale and ensure good linkages with walking and cycling routes

Design Detail

There has been close partnership working throughout the process, especially between Renfrewshire Council Planning and Transportation, with CSC and with their consultant team. CSC have acted as lead developer throughout and continue to maintain the site so have a vested interest in the longer term. They also operate Braehead and Xscape so have a vested interest in perception of the area as a whole.

A "fresh approach" has been encouraged throughout to house types and layouts. The 1986 Strathclyde Guidelines were still in place when the masterplan was completed and new guidelines for streets which departed from the standards were established for the masterplan area through debate and discussion. The key principles affecting access and street design were:

  • Kings Inch Road, which is a historic link running through the centre of the site, designed as a central boulevard;
  • the site would adopt a grid pattern street layout reflecting the Victorian tradition with the building line close to the rear of the footway;
  • new development integrated with its context;
  • use of public transport, cycling, and walking promoted through design.

The design of Kings Inch Road was a particular challenge. This street would form first impressions of the Riverside area and is the main connection between the Braehead complex and Renfrew. As it stood, it severed the masterplan area by being an urban throughway. Not only did it have to accommodate vehicles, pedestrians and cyclists, it also had to be designed to accommodate the potential future Light Rapid Transit system ( LRT). The solution to meeting the requirements for the road was to treat it as a street and build on the tradition of the Renfrew boulevards. Agreements were reached on reducing what would have been a very wide street by dropping road lane width from 3.65. to 3.375m. The LRT lanes are in place for future use and are set at 3.3m (see photographs).

Within the grid pattern, to enable the key principles to be met, driver uncertainty has been created in order to slow speeds down. This includes some of the measures listed below and also avoidance of the use of road markings. some of the departures from standards included the following:

  • typical corner radii of 6m or less has been accepted, even onto Kings Inch Road
  • sightlines have been radically reduced, reduced from a setback of 9m to 2.5m, generally, and as much as 1.5m in some residential blocks;
  • no clear hierarchy at grid junctions which, combined with reduced sightlines, has meant drivers have to slow to 5mph on approach
  • unique parking layouts were developed within the high density housing blocks to create space for people and reduce the dominance of the car.

Safety audits were only undertaken for the main infrastructure routes.

Parking provision across the site is at 130%

Encouraging bus penetration into the site has been difficult; 22 bus companies operate competitively in the area and there have been difficulties in engagement. The most direct route within the masterplan which connects the development area into Renfrew is Andrew Avenue, which has been designed at 6m width in order to allow buses to use it.

Buses continue to use King's Inch Road.

Conclusions

The scheme is shaping up impressively and its success can be attributed to some of the following factors:

  • consistency of project team and staff throughout from all sides of the process; developer, council and consultants;
  • Renfrewshire Council acted as a "joined-up authority" throughout the process and the same officers have been part of the project since inception;
  • A single site owner with a positive approach, who kept control and was willing to stay involved- also taking steps to improve anything that needed changing;
  • A single site owner has also meant that the implementation of upfront strategic infrastructure works has been straightforward;
  • Agreement of the vision, how this should be translated into development at an early stage and the subsequent use of design briefs (or mini codes) has allowed fast consents to developers at the next stage providing that they demonstrate conformity;
  • Political engagement and support were achieved at an early stage

Notes for Graphic Production

This will need photographed and summer would be best.

Summary Details

Name:

Renfrew Riverside

Lead Architect/Designer:

David Lock Associates

Project:

Masterplan for the regeneration of a brownfield site into a mixed use new urban area.

Key project attributes:

Flexible masterplan
Use of contemporary street design principles in order to slow speeds
Good working relationship between client, consultant and council

Clients:

Capital Shopping Centres plc

Planning Authority:

Renfrewshire Council

Links

www.renfrewshire.gov.uk

www.davidlock.com

www.capital-shopping-centres.co.uk/shoppingcentres/braehead

Page updated: Tuesday, January 27, 2009