Agenda Item: 5B
Wolverhampton City Council OPEN EXECUTIVE DECISION ITEM (AMBER)
CABINET Date 22 MAY 2013
Portfolio COUNCILLOR P BILSON/ ECONOMIC REGENERATION AND PROSPERITY
Originating Service Group(s) EDUCATION AND ENTERPRISE
Contact Officer(s)/ TOM PODD IAN CULLEY Key Decision: Yes Telephone Number(s) 5638 5636 Forward Plan: Yes
Title/Subject Matter STAFFORD ROAD CORRIDOR AREA ACTION PLAN PUBLICATION DOCUMENT
Recommendation
1. That the Stafford Road Corridor Area Action Plan Publication Document (the AAP) be approved and published for the purposes of consultation.
2. That in the event of no representations being made to the consultation that may challenge the soundness of the AAP resulting in significant changes, the Cabinet Member for Economic Regeneration and Prosperity is authorised to approve any further amendments of a technical nature to the document prior to submission.
3. That the AAP be referred to Council for approval and submission to the Secretary of State for Communities and Local Government.
4. That if significant changes are required to the AAP prior to submission, a further report be submitted to Cabinet to consider these proposed changes.
5. The Cabinet approve the designation of extensions to the Wolverhampton Locks Conservation Area and additions to the Local List as specified in paragraphs 5.1 and 5.3 of this report and agree minor amendments to the Wolverhampton Locks Conservation Area Appraisal and Management proposals.
1 1. Purpose
1.1 To note the progress on the Stafford Road Corridor Area Action Plan (AAP).
1.2 To consider and seek approval to publish the AAP for consultation.
1.3 To consider and seek approval for the Wolverhampton Lock Conservation Area designation and additions to the Local List.
2. Background
2.1 The Stafford Road Corridor Area Action Plan (AAP) is being produced by the Council as part of Wolverhampton’s Local Plan (formerly known as the Local Development Framework). The Stafford Road Corridor is a key regeneration priority for the City as identified in the Black Country Core Strategy (BCCS). The Corridor follows the Stafford Road (A449) and includes parts of Fordhouses, Bushbury, Oxley, and Low Hill.
2.2 Along with the BCCS, the AAP will be an important document for guiding future development in this area. The AAP will provide the planning framework for the period up to 2026. It identifies sites for future development and will give certainty for communities, investors, developers and other agencies about the priorities for the area. The Plan intends to deliver an improved Stafford Road Corridor which continues to attract appropriate investment and encourages more people to work and live in the City.
2.3 Preparation on the AAP began in 2009 with a public consultation on the Issues Paper. This document sought the views on the issues the AAP needed to address. Generally there was support for the AAP. The importance of i54, jobs, transport, housing, local character and the environment was highlighted.
3. Issues Identified in the Options Report Consultation
3.1 The Options Report was the second key milestone in preparing the AAP. Where possible, the report addressed the issues identified through previous consultations and incorporated the conclusions of a number of technical studies. The Options Report gave local communities, businesses, developers, and others the opportunity to give their views on the options to guide the future development of the area.
3.2 During the consultation approximately 200 individual comments were received from 47 members of the public, businesses, planning agents, community groups and other stakeholders. Generally the comments were supportive of the AAP and there are a number of representations that have been incorporated into the final policies within the plan or the issues were already addressed in other BCCS policies sufficiently. However some comments sought particularly significant amendments to the AAP
• Housing and Employment Land (Site allocations) • Transport policy (level of detail in the plan) • Cannock Chase SAC (mitigating impacts through developer contributions)
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3.3 These issues are summarised below:
Housing and Employment Land (Site Allocations)
3.4 The Options Report had put forward a preferred option to deliver approximately 1250 new homes in the area. Over half of these already have planning permission. The sites identified for housing were based on discussions with landowners and the Land Interests Study findings. However, representations were received from landowners seeking amendments to the allocations in the plan:
o Two landowners stated a preference for their land at Hives Industrial Estate and Land to the Rear of Guy Avenue to remain identified employment land rather housing.
o One representation was received requesting the Local Quality Employment Area, Development Opportunity Site, at Cross Street North be allocated for housing.
o A representation from on behalf of the Goodyear development requested that the capacity of the Goodyear site and Promise House be increased to reflect likely delivery.
o The Options Report had raised the possibility of development on part of Fowler’s Playing Field for approximately 45 dwellings to support improvements to the existing open space. However, responses to the consultation were predominately negative to the option, including a representation from Sport England objecting to the loss of open space.
3.5 As a result of these comments the Hives Industrial Estate and land to the rear of Guy Avenue are now to be retained for employment use rather than the housing use that was proposed in the Options Report. Cross Street North is retained for employment as it is considered unsuitable for housing due to the close proximity of the incinerator and the option for approximately 45 dwellings on Fowlers Playing Fields has been discounted due to a lack of support for the option. However, given the increase in housing numbers at Goodyear and Promise House, the overall number of dwellings is the same as in the Options Report. Although it is approximately 25% below the indicative target in the BCCS it represents a more realistic figure for the area given the more detailed evidence that has been produced to support the plan since the BCCS targets were developed.
3.6 The provision of employment land in the Options Report was broadly in line with the BCCS targets. Given the change in allocations from housing to employment at Guy Avenue and Hives Industrial Estate the employment land position is further enhanced and would result in the overall BCCS employment land target being met in full.
Transport
3.7 A number of representations made general comments in relation to transport such as the need to provide more information about specific junction improvements, the need to address parking problems or possibilities for improving public transport along the Stafford Road. In response to these, detail has been added to the plan where possible. However in terms of junction improvements for example, the detailed design will be subject to further refinement in consultation with local communities, as and when funding is secured. The role of the AAP is to identify the key locations and support those future improvements by setting an appropriate planning framework.
3 Cannock Chase SAC
3.8 The Options Report identified the need to address the possible impact of housing development and population growth within the AAP boundary on the Cannock Chase SAC (as a result of increased visitor numbers). The Preferred Option was for local mitigation through the provision of high quality open space within Wolverhampton alongside housing development.
3.9 Representations were received from Natural England and Cannock Chase District Council. While Natural England deferred their position until they had undertaken further work, Cannock Chase DC stated that, where mitigation was required, this may be through a combination of local provision (the preferred option in the Options Report) and financial contributions to the management and improvement of the SAC.
3.10 Officers still consider the preferred approach in the Options report to be appropriate. Requiring contributions from developments within the AAP boundary would not be reasonable or justified and there is no policy in the AAP to specifically require contributions to the Cannock Chase SAC.
Summary
3.11 Overall responses were positive about the AAP and some representations sought potentially significant changes whilst other representations provided comments for the AAP to consider when drafting policies. All of the representations made during the consultation period have helped shape the final AAP publication document. The various options from the Options Report have been further developed to provide the final policies of the plan.
4. The Publication Plan
4.1 The publication document is the next key stage in the plan making process. The Publication document is based on the Options Report and updated in light of evidence and the representations received during the public consultation. It includes the policies and designations to provide the planning framework to deliver the aims of the AAP.
4.2 The Publication document includes a Vision for the AAP area, policies to guide regeneration, and identifies a number of development opportunities. Key policies and proposals in the AAP include:
• Refining the BCCS approach to employment land by identifying specific boundaries for High Quality Employment Areas and Local Quality Employment Areas with approximately 165 ha of employment land being identified.
• Identifying a range Employment Development Opportunity Sites and Investment Areas, to deliver investment in line with the BCCS, and support the implementation of the Black Country Enterprise Zone.
• Identifying the location of a range of transport measures and improvements to support growth and regeneration; including the identification of junction improvements along the Stafford Road, cycle network improvements and an enhanced public transport corridor.
4 • Allocating new sites for housing development on surplus employment sites predominantly around the Bluebird Trading Estate, and Showell Road. These sites will provide approximately 450 new homes in addition to the 777 currently with planning permission (Goodyear and Armitage Shanks).
• Adding flexibility to the housing policy by allowing for housing proposals to be brought forward on Local Quality Employment Land where strict criteria are satisfied.
• Supporting improvements to Park Village estate and Three Tuns Centre and ensuring an appropriate mix of uses within the Centre.
• Delivering design and environmental improvements by identifying areas for public realm enhancements, nature conservation, and open space and supporting the delivery of renewable / low carbon energy infrastructure. Specific consideration is given to improving the environmental infrastructure within employment areas.
• Providing additional status to the areas heritage assets requiring their protection and enhancement where appropriate.
• Making sure the infrastructure needs for the area to support the delivery of regeneration are met.
5. Wolverhampton Locks Conservation Area Appraisal
5.1 As part of the evidence base for the AAP the Wolverhampton Locks Conservation Area Appraisal has been undertaken including full public consultation. The appraisal identified a number of amendments to the conservation area boundary and some additions to the Local List. No objections were received during the consultation. The amendments to the boundary are:
• a number of small extensions to rationalise the boundary so that it includes all features such as canal locks and their overflow channels;
• The inclusion of a small canalside building just south of Stafford Road, with its surrounding green space;
• The inclusion of a small building just to the south of Jordan’s Bridge and;
• A more substantial extension to include land at Fowlers Park containing the platform and railway engine turntable that lie on the western edge of the green parkland
5.2 The implications of designating a conservation area are as follows:
a) The local authority is under a general duty to ensure the preservation and enhancement of conservation areas and has a statutory duty to prepare proposals to that end (i.e. to prepare appraisals and management proposals); b) Notice must be given to the local authority before works are carried out to any tree (above a certain size) in the area; c) Conservation area consent is required for demolition of any unlisted building in the area and the local authority may take enforcement action or institute criminal prosecution if consent is not obtained;
5 d) The details as to the limits of what works may be carried out without planning permission are somewhat different; e) Extra publicity is given to planning applications affecting conservation areas; and the local planning authority is to take into account the desirability of preserving and enhancing the character of the area when determining such applications; f) Limited financial assistance may be available for the upkeep of buildings in conservation areas especially where an externally funded grant regime is in operation (note: there are no grant schemes operating at the moment). g) The local authority may be able to take steps to ensure that a building in a conservation area is kept in good repair (note: normally only applies to neglected unoccupied buildings); h) The display of advertisements may be somewhat more restricted in conservation areas (note: applies to areas where there are properties in commercial use).
5.3 The additions to the local list are:
• Surviving wall of the covered loading bays of the Ceres Works just south of Crown Street • Remains of railway Turntable, Fowlers Park • Remains of Civil Engineers Platform, Fowlers Park • Boundary wall and ‘Spike Island’ fencing to former gas works site between locks 14 & 15
5.4 Including heritage assets on a local list strengthens their status as a material consideration when determining planning applications, since specific local list policies are contained within the Unitary Development Plan. Heritage assets on the Local list do not enjoy the full protection of statutory designation.
5.5 The Conservation Area Appraisal has been updated to reflect the changes and some minor updates/corrections made to the supporting text. An appraisal that has been adopted by the local planning authority will be material to planning appeal decisions.
6 Ward Member and Scrutiny Involvement
6.1 The AAP Publication Document and amendments to the conservation area and local list were considered by the Sustainable Communities Scrutiny Panel on the 16 April 2013. Comments were supportive of the documents. Ward Members have also been briefed.
6.2 Following Scrutiny, a number of minor amendments have been made to the plan in order to, add clarity, improve readability, and improve the formatting and wording of the document.
7. Next Steps
7.1 Subject to the approval of Cabinet, the AAP Publication Document will be subject to a six week public consultation commencing in June 2013. The engagement programme will focus on using existing channels of communication (such as through the relevant Local Neighbourhood Partnerships) to ensure that key stakeholders, businesses and communities are involved.
6 7.2 The purpose of the publication document consultation is to give businesses, stakeholders and the community the opportunity to comment on the AAP and if necessary, to request amendments to the document. The Council has scope to recommend changes to the plan prior to submission. However, any changes made between publication and submission should be of a minor nature, for example to update figures or clarify policy wording. If the consultation raises issues that challenge the ‘soundness’ of the AAP, then more significant changes may be required that necessitate ‘re-publishing’ the AAP in order to give consultees the opportunity to make further comments on the document before it is submitted to the Secretary of state.
7.3 At this stage it is anticipated that the consultation will not raise any issues that challenge the ‘soundness’ of the AAP. If comments do require significant changes then the proposed changes would be reported to Cabinet.
7.4 If only minor amendments are required, the publication document will be reported to Full Council in September 2013 to seek authority to formally submit the plan to the Secretary of State for independent examination. It is anticipated that the examination would take place early 2014. If the plan is found to be ‘sound’ then adoption would be Spring 2014.
8. Financial Implications
8.1 The costs of preparing the AAP are being met from the approved Planning revenue budget for 2012/13. The costs to secure the Plans adoption, including submission and public examination, and the costs of statutory adverting (Press Notices) arising from the designation of the Conservation Area, can be met from the approved Planning revenue budget for 2013/14. [TK/02052013/I]
9. Legal Implications
9.1 Section 15 of the Planning and Compulsory Purchase Act 2004 requires Local Planning Authorities to prepare, publish and maintain a Local Development Scheme (LDS) including Local Development Documents. In accordance with Section 17 of the 1990 Act the AAP will become a Local Development Document which forms part of the Local Plan for Wolverhampton.
9.2 The procedure to be followed to prepare the AAP is set out in the Town and Country Planning (Local Planning) (England) Regulations 2012 (SI 2012/767) which came into force on 6 April 2012 and revoked the 2004 Regulations (SI 2004/2204).
9.3 The 2012 Regulations are now being used to guide the preparation of the AAP. It is worth noting that the Regulations (Regulation 38) provide a ‘saving provision’ to ensure that work done by the Local Planning Authority under the 2004 Regulations are treated as ‘done’ under the corresponding provision of the 2012 Regulations.
9.4 It is a statutory duty under section 69 of the Planning (Listed Buildings & Conservation) Act 1990 to designate conservation areas and from time to time review designations. There is also a statutory duty under section 72 of the same Act that special attention shall be paid to the desirability of preserving or enhancing the character or appearance of conservation areas in the exercise of planning functions.
9.5 There is no statutory duty to maintain a local list. However the National Planning Policy Framework (NPPF) requires local planning authorities to take account of the desirability of sustaining and enhancing the significance of heritage assets and putting them to viable uses consistent with their conservation. The use of local lists strengthens the role
7 of local heritage assets as a material consideration in deciding the outcome of planning decisions.
9.6 Designation of a conservation area and the inclusion of site on a local list may have implications under the Human Rights Act 1988; specifically:
• Article 1 of protocol 1 - peaceful enjoyment of possessions. • Article 8 - respect for private and family life, home and correspondence.
9.7 The contents of this report and the actions recommended are proportional, weighing the needs of property owners against the local authority’s duty to ensure the proper planning and provision for the conservation and enjoyment of the historic environment of their area and are considered to be compatible with the Human Rights Act 1988. [MW/26042013/R]
10. Equal Opportunities Implications
10.1 The AAP is being informed by an Equality Analysis which will assess potential effects of the policies on different people. The recognition of the historic environment by designation of conservation areas and maintaining a local list enables the use of statutory powers to ensure that heritage assets are managed intelligently and sensitively. This significantly contributes towards the economic social and cultural life of the City and is inclusive of all sectors of the community. The Local List also provides for enhanced levels of protection for sites and buildings that are considered important by local communities.
11. Environmental Implications
11.1 A Sustainability Appraisal has been carried out on the AAP. This is a process for evaluating the environmental consequences of proposed policies to ensure sustainability issues are fully integrated and addressed at the earliest appropriate stage. The overall aim of the SA process is to inform and influence the development of the AAP, and maximise its sustainability value.
11.2 The designation of conservation areas and identification of buildings for inclusion on the Local List has implications for the preservation and enhancement of areas and sites of special architectural and historic significance in the City.
12. Schedule of Background Papers
1. Stafford Road Corridor Area Action Plan Publication Document 2. Wolverhampton Locks Conservation Area Appraisal & Management Proposals (Draft revised version 2013) 3. AAP Options Report Consultation Responses
8 Stafford Road Corridor Area Action Plan Publication Document May 2013 Contents
Introduction Background to the AAP 3 Sustainability Appraisal 3 Habitats Regulations Assessment 3 Equality Analysis 4
Part One: Vision for the Stafford Road Corridor Context 5 Vision 7 Key Development Outputs 7
Part Two: Policies to Guide Regeneration Direction of Change: Supporting Economic Prosperity Policy SRC1: Delivering High Quality and Local Employment Opportunities 10 Policy SRC2: Transport Strategy 14 Policy SRC3: Meeting Shopping and Service Needs at Three Tuns District Centre and 17 the Neighbourhood Centre at Goodyear Direction of Change: Creating Sustainable Communities Policy SRC4: Delivering Sustainable Levels of Housing 20 Policy SRC5: Facilitating the Improvement of Park Village 23 Direction of Change: Transformation of the Environment and Addressing Climate Change Policy SRC6: Design and Public Realm Framework 25 Policy SRC7: Strengthening Local Character and Identity 28 Policy SRC8: The Canal Network 29 Policy SRC9: Delivering Environmental Infrastructure at the Local Level 32 Policy SRC10: Providing Local Renewable and Low Carbon Energy Infrastructure 35
Part Three: Character Areas Junction 2 39 Fordhouses 44 Goodyear & Fordhouse Road 48 Wolverhampton Science Park and Dunstall & Wulfrun Trading Estates 52 Fowlers Playing Fields, Park Village and Fallings Park 58
Part Four: Infrastructure, Delivery and Monitoring Policy SRC11: Local Infrastructure Requirements and Delivery Priorities 63
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List of Figures Figure One: Context Map 6 Figure Two: Table of Employment Land 11 Figure Three: Map of Employment Land 13 Figure Four: Map of Key Transport Measures 16 Figure Five: Map of Three Tuns District and Goodyear Neighbourhood Centre 19 Figure Six: Table of Housing Commitments and Allocations 20 Figure Seven: Map of Housing Commitments and Allocation 22 Figure Eight: Map Key Design and Public Realm Locations 27 Figure Nine: Map of Heritage Assets, Townscape Features and Anchor Sites 31 Figure Ten: Map of Environmental Infrastructure 34 Figure Eleven: Map of Character Areas 37 Figure Twelve: Map of Policies 38 Figure Thirteen: Map of Junction 2 40 Figure Fourteen: Map of Fordhouses 45 Figure Fifteen: Map of Goodyear and Fordhouses Road 49 Figure Sixteen: Map of Wolverhampton Science Park and Dunstall and Wulfrun Trading Estate 53 Figure Seventeen: Map of Fowlers Playing Field, Park Village and Fallings Park 59 Figure Eighteen: Table of Key Infrastructure 63
List of Key Evidence Documents Land Interests Study (2011) Stafford Road Corridor Transport Study (2011) Three Tuns Centre Surveys (2000 - 2012) Stafford Road Corridor Options Consultation (October 2012) Wolverhampton Strategic Housing Land Availability Assessment (2013) Park Village Neighbourhood Renewal Assessment (2010) Stafford Road Characterisation Study (2009) Wolverhampton Locks Conservation Area Appraisal (2012) Open Space Audit and Needs Assessment (2008) Black Country Environmental Infrastructure Guide (2011) Black Country Environmental Infrastructure Action Plan (2011) Wolverhampton Renewable and Carbon Reduction Energy Capacity Study (2011) Wolverhampton Geo-environmental Desktop Study (2011)
Policies replaced by the Area Action Plan
UDP Policy Replacement Policy SH10 Protected Policy SRC3: Meeting Shopping and Service Needs at Three Tuns District Centre Frontages and the Neighbourhood Centre at Goodyear
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Introduction
Background to the AAP The Stafford Road Corridor Area Action Plan (the AAP) has been produced by Wolverhampton City Council and its public, private and voluntary sector partners as part of the planning strategy for the City, called the Development Plan. The Development Plan is the main consideration when guiding future development in the City.
The Development Plan for Wolverhampton includes the Black Country Core Strategy (BCCS), ‘saved’ policies and proposals of the Unitary Development Plan (2006), Area Action Plans, Neighbourhood Plans and the Policies Map showing site specific land use allocations.
The Core Strategy was adopted by the Council in 2011 and was produced on a joint basis with Dudley, Sandwell and Walsall Councils. The Core Strategy is the strategic planning document to guide the regeneration of the Black Country to 2026. It provides a Vision, a development strategy, development planning policies and identifies broad locations for new developments.
The purpose of this AAP is to provide a more detailed framework at the local level to show how the Core Strategy will be delivered and how sustainable development will be achieved in the Stafford Road Corridor area. The AAP sets out a detailed land use and planning framework for the area and should be read in conjunction with the policies of the BCCS and saved UDP policies.
Sustainability Appraisal Throughout its preparation, the AAP has been informed by an on-going Sustainability Appraisal (SA) process, incorporating a Strategic Environmental Assessment (SEA). SEA is a process for evaluating the environmental consequences of proposed policies, plans or programmes to ensure sustainability issues are fully integrated and addressed at the earliest appropriate stage of decision making. Sustainability Appraisals are broader than Strategic Environmental Assessments and promote sustainable development through integration of environmental, social and economic considerations into the plan’s preparation. The overall aim of the SA process is to inform and influence the development of the AAP, and maximise its value in addressing all aspects of sustainability.
The SA process has looked at the full range of sustainability topics relevant to the Stafford Road Corridor, including climate change; deprivation; economic factors; health; historic environment and townscape; material assets (including energy and waste); and population and equality.
Habitats Regulations Assessment The AAP has also been subject to a Habitats Regulations Assessment (HRA) to demonstrate that the AAP proposals and policies will not adversely affect any European sites protected for their nature conservation importance, such as Special Areas of Conservation (SACs). The HRA specifically looked at the potential for population growth in the AAP area to increase visitor activities at Cannock Chase SAC and concluded that any increase would not have a significant adverse impact on the nature conservation value of the SAC.
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Equality Analysis The AAP has been informed by an Equality Analysis which assessed the potential effects of the policies on different types of people. The analysis has had due regard to the three aims of the Equality Duty to eliminate unlawful discrimination, harassment, victimisation and any other conduct prohibited by the Act; advance equality of opportunity between people who share a protected characteristic and people who do not share it; and foster good relations between people who share a protected characteristic and people who do not share it.
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Part One – Vision for the Stafford Road Corridor
Context The Stafford Road Corridor, covering the area from the A449 at Junction 2 of the M54 to the outskirts of Wolverhampton City Centre, is one of the main ‘gateways’ into Wolverhampton and the Black Country. It contains important road, canal and rail infrastructure that links the City with Staffordshire, Shropshire, Telford and North-West England.
The Stafford Road itself developed mainly to accommodate the City’s historic industrial growth. It is now home to some of the highest quality employment areas in the Black Country, containing clusters of high technology, leading edge manufacturing. Rapid access to the motorway makes it an excellent location for business.
The area also covers a number of residential neighbourhoods totalling approximately 4000 homes with, a population of around 10,500 people, mainly concentrated in the Fordhouses and Park Village areas. Residential areas also border the AAP area to the east and west. Properties were typically built in the inter-war and post war periods, with a large proportion of 2/3 bedroom houses and pockets of popular high quality housing.
There are significant areas of open space, such as Fowlers Playing Fields, important heritage features, (including two monumental railway viaducts and lengths of two canals), and a range of shopping and other services at the Three Tuns District Centre.
There are a number of major features and developments taking place in the surrounding area which have an impact on the AAP. These include:
Wolverhampton City Centre – The main shopping destination for the City, with proposals for retail expansion, major office development and further improvements to the transport interchange. i54 –a major technology based business park (96 ha), supported by the Wolverhampton element of the Black Country Enterprise Zone. The site is home to a new Jaguar Land Rover engine plant. North East Wolverhampton Academy – built under the Buildings Schools for the Future (BSF) programme. Wolverhampton Racecourse, Dunstall Park - Major leisure facility for the City, with planning permission for expansion and enhanced facilities, including the potential for a casino. Featherstone Prison, Brinsford Fordhouses Cricket Club and Rakegate School sites – new housing development. Aldersley Leisure Village – the City’s premier sports venue for national, regional and local events. Northycote Farm and Country Park – 36 ha of parkland, woodland and pasture. The extensive canal network, including the Shropshire Union Canal, Staffordshire and Worcestershire Canal and the Birmingham Canal. New Cross Hospital – the City’s main hospital New Primary and Community Care Centre at Showell Park
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Figure 1: Context Map
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Vision The AAP Vision defines what kind of place the Stafford Road Corridor will be like in 2026 and how it will change over the plan period. The following Vision has been developed to cover the AAP area:
By 2026…
The Stafford Road Corridor will have fulfilled its potential to become one of the premier high quality employment locations in the Black Country. i54 will be a flagship business park, supported by other high quality employment locations focussed around Fordhouses, Wolverhampton Science Park and the Dunstall and Wulfrun Trading Estates. All will have a focus on high technology / high end manufacturing including the aerospace and environmental industries.
Enhancements to public transport, walking, cycling and highway networks, particularly along the A449 Stafford Road, will have taken place to maintain sustainable transport patterns and secure private sector investment.
New high quality mixed residential communities will have been created on surplus employment land, with a strong focus on the Fallings Park area. This will maintain existing investment in regeneration in the area, such as that at the Goodyear mixed use scheme, and will be supported by the infrastructure the community needs to thrive. Park Village will be an improved neighbourhood, both physically and socially.
The Three Tuns District Centre will be reinvigorated, having attracted investment to support the wider regeneration in the area.
There will be a high quality built environment which respects and enhances the historic character and local distinctiveness of the area, promotes crime prevention and creates safe and secure environments. Gateway locations, the public realm and townscape quality will be enhanced and those elements of the historic environment identified by the Characterisation Study will have been conserved and public access to and appreciation of the heritage of the area will be enhanced.
Strong investment and access improvements will have taken place in Environmental Infrastructure, particularly to Fowlers Playing Fields and the canals, but also as part of new developments by providing renewable energy, open spaces and wildlife habitats.
Key Development Outputs The AAP will ensure that:
At least 165 ha of land is safeguarded for employment uses. These areas will be targeted to secure investment in 74 ha of employment land through redevelopment and other investment opportunities. This will meet identified demand and will achieve an uplift in the overall quality of premises available.
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New development sites are released to provide at least 450 new homes, together with 780 homes on existing housing commitment sites.
Services and infrastructure are identified and planned for to serve new development and benefit existing communities. Investment will be needed in a number of areas, including transport, community facilities, environmental projects and the public realm.
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Part Two – Policies to Guide Regeneration
Delivering the Vision for the AAP area will require some major changes up to 2026. In line with the Core Strategy, three ‘Directions of Change’ have been identified,. For each Direction of Change a series of policies have been developed.
Direction of Change: Supporting Economic Prosperity Policy SRC1 Delivering High Quality and Local Employment Opportunities Policy SRC2: Transport Strategy Policy SRC3: Meeting Shopping and Service Needs at Three Tuns Centre and the Neighbourhood Centre at Goodyear
Direction of Change: Creating Sustainable Communities Policy SRC4: Delivering Sustainable Levels of Housing Policy SRC5: Facilitating the Improvement of Park Village
Direction of Change: Transformation of the Environment and Addressing Climate Change Policy SRC6: Design and Public Realm Framework Policy SRC7: Strengthening Local Character and Identity Policy SRC8: The Canal Network Policy SRC9: Delivering Environmental Infrastructure at the Local Level Policy SRC10: Providing Local Renewable and Low Carbon Energy Infrastructure
The site specific allocations referred to in these policies are shownin Figure 12 and detailed in Part Three for each of the five character areas
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Direction of Change: Supporting Economic Prosperity
Policy SRC1: Delivering High Quality and Local Employment Opportunities
Policy Aim
To protect and improve the right amount of employment land to deliver regeneration and job opportunities. There will be a focus on attracting investment in high quality employment and delivery of a supply of employment development opportunities in line with the Core Strategy targets, including opportunities for waste management facilities. This will support delivery of the Black Country Enterprise Zone.
High Quality Employment Land High Quality Employment Land is characterised by excellent accessibility, a high quality environment and clusters of high technology knowledge based sectors (BCCS Policy EMP2).
In order to fulfil the potential of the Stafford Road Corridor to become one of the premier high quality employment locations in the Black Country, 132ha of High Quality Employment Land is to be safeguarded for long term employment use. In accordance with BCCS Policy EMP2, High Quality Employment Land will be safeguarded for manufacturing and logistics uses within Use Classes B1 (b) (c), B2 and B8 and some employment supporting non Class B uses.
Local Quality Employment Land Local Quality Employment Land is characterised by a critical mass of industrial, warehousing and service activity in fit for purpose accommodation with good access to local markets and employees (BCCS Policy EMP3).
To maintain an adequate supply of local quality employment sites the AAP identifies 34ha of Local Quality Employment Land. Local Quality Employment Land will be suitable for Use Classes B1 (b) (c), B2 and B8 as well as motor trade related uses, haulage and transfer depots, trade wholesale retailing and builders merchants, scrap metal, timber, construction premises and yards and waste collection, transfer and recycling uses as set out in BCCS Policy EMP3.
Release of Local Quality Employment Land for housing Local Quality Employment Land will be released for housing development only where:
The site is no longer required for employment purposes, including the possible relocation of employment uses, and is no longer viable for such uses; There are satisfactory arrangements in place for the relocation of existing occupiers within Wolverhampton; The site could be brought forward for housing in a comprehensive manner and would not lead to piecemeal development; and Residential development would not adversely affect the on-going operation of existing or proposed employment uses.
Employment Investment and Development Opportunity Areas Within Employment Investment Areas, investment, refurbishment or, if necessary, redevelopment of existing
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Within Employment Development Opportunity Areas more extensive redevelopment of sites will be supported, where this is comprehensive, in order to avoid piecemeal development.
Waste Management Facilities Strategic Waste Management Facilities will be retained and new development will not be permitted where it would limit the operation or future expansion of these sites. Proposals for new waste management facilities will be assessed against BCCS Policy WM4.
Justification Attracting jobs and investment is a key aim of the Core strategy and this AAP. The AAP protects 165 ha of employment land to meet the Core Strategy targets and identifies the boundaries of High Quality Employment Land and Local Quality Employment Land. It also identifies a number of Employment Development Opportunities (EDOs) and Employment Investment Area (EIAs) to ensure there is a sufficient supply of readily available employment land and to ensure that enough employment land is improved to a high quality standard by 2026.
Character Area High Quality Local Quality Total EDO EIA Total EDO EIA Junction 2 75 26 16 0 0 0 Fordhouses 0 0 0 4 0 0 Goodyear and Fordhouse Road 8 8 2 Wolverhampton Science Park and Dunstall 49 12 11 7 3 1 and Wulfrun Trading Estate Fowlers Playing Fields, Park Village and 0 0 0 15 0 3 Fallings Park AAP Total 132 38 27 34 5 4 Figure 2: ‘Table of Employment Land’
Figure 2 ‘Table of Employment Land’ shows that there is broadly sufficient employment land in the AAP area to meet the Core Strategy targets in terms of overall employment land and anticipated development opportunities.
High Quality Employment Areas and Local Quality Employment Areas have been identified in accordance with BCCS policies EMP2 and EMP3. The AAP also identifies a number of Employment Investment Areas and Employment Development Opportunities. These areas are primarily based on the findings of the Land Interests Study (2011) that has helped to identify longer term employment development opportunities, by refining the employment work which informed the Core Strategy.
Employment Development Opportunity areas are sites that are likely to come forward for redevelopment, based on the intentions of landowners/businesses, the physical conditions of buildings and the pattern of landownership. Employment Investment Areas are locations where investment is likely to be needed during the plan period. This could take the form of either redevelopment, refurbishment of existing buildings or other measures to improve the quality of the employment land.
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Indicative phasing for these employment areas, in line with Core Strategy phasing targets is provided in Part Three.
In 2011, the Black Country gained Enterprise Zone status and employment development sites in the AAP and the i54 site which adjoins the AAP boundary, fall within the Enterprise Zone. The AAP seeks to support the implementation of the Enterprise Zone by providing a clear planning framework to ensure that the development of these sites and the wider regeneration of the area are delivered and supported by the relevant infrastructure.
For consistency with BCCS Policy CEN5, no provision for additional office floorspace is made in the AAP beyond existing commitments.
Key Evidence Land Interests Study (2011)
Delivery In the short term, the Black Country Enterprise Zone will aid the delivery of employment development sites in the AAP area, particularly as these sites will have business rate discounts associated with them.
It is likely that other employment proposals will need assistance / support to ensure the delivery of sites by 2026. Further information is set out in the AAP Delivery Plan
Monitoring This policy will be monitored through the following BCCS indicators and through the monitoring of individual sites.
LOI EMP2a Employment land completions by LA by High Quality Employment Area as defined in Policy EMP2 and broad locations shown in BCCS Appendix 3 (ha) LOI EMP2b Additions made to High Quality Employment Land stock as defined in Policy EMP2 through improvement programmes LOI EMP2c Loss of employment land by LA area (ha) by High Quality and Potential High Quality Employment Area as defined in Policy EMP2 and bread locations shown in BCCS Appendix 3 (ha) LOI EMP3a Employment land completions by LA by Local Quality Employment Area as defined in Policy EMP3 and broad locations in BCCS Appendix 3(ha) LOI EMP3b Loss of employment land by LA area (ha) by Local Quality as defined in Policy EMP3 and broad locations in BCCS Appendix 3 (ha) LOI EMP4 Readily available employment land LOI WM1b % of new waste capacity granted permission / implemented as specified in WM1 (tonnes per annum) by 2026. LOI WM2 % protection of capacity at existing / proposed strategic waste management sites, by waste planning authority LOI WM4 % of new waste management facilities proposed/ implemented that meet Policy WM4 locational requirements by waste planning authority.
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Figure 3: ‘Map of Employment Land’
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Policy SRC2: Transport Strategy
Policy Aim
To have a clear and deliverable transport strategy for the Plan area, demonstrating where and how improvements and changes will be delivered and show how it relates to and addresses the transport requirements of the area over the Plan period.
The Council will work with partner organisations, stakeholders, developers and local communities to ensure that the transport infrastructure can accommodate the growth and change identified in the Area Action Plan, through the measures listed below. New development will where appropriate be required to support the implementation of these measures through design and access considerations and/or financial contributions where appropriate.
Improved Highway Management: The council will review waiting restrictions along the A449, amend Traffic Regulation Orders and increase parking enforcement as appropriate. The council will explore opportunities to extend the use of the A449 bus lanes to include other users where it is cost effective and safe to do so. Traffic signals and cameras will be managed through the Urban Traffic Control System and variable message signs to advise drivers of traffic conditions will be implemented.
Improved Road Safety: All ‘gaps’ in the A449 central reservation will be assessed for the need for closure where a safety issue is identified.
Increased Highway Capacity: The junctions shown on Figure 3 have been identified for improvement and will be investigated to evaluate traffic capacity, public transport requirements and road safety.
Public Transport: The feasibility of an enhanced public transport corridor between i54 and Wolverhampton City Centre will be investigated and bus priority at key junctions and improved shelters and stops to complement service improvements will be implemented where feasible.
Existing Park & Ride provision will be reviewed and new opportunities for strategic Park and Ride facilities investigated to reduce traffic on the A449
Smarter Choices and Accessibility: Travel Plans submitted in support of planning applications will be required to demonstrate how ‘Smarter Choices’ in transport, including flexible working, car sharing, improved public transport, walking and cycling and management of car use as appropriate, have been fully considered.
Cycling and Walking: Improvements to the Canal towpath, open space network and public realm to provide a safe, effective, efficient cycle and walking network through the Stafford Road Corridor.
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Justification An efficient and safe transport network that is accessible for all users is needed in order to support the growth in jobs and homes within the area.
BCCS Policy TRAN1 identifies key transport priorities in the Black Country. These include measures for this AAP to address, such as the enhanced public transport corridor on the Stafford Road Corridor from Wolverhampton City Centre to i54.
There is a wide range of evidence relating to transport issues in the area, brought together in the AAP Transport Study. The study identifies and addresses existing transport issues and those that are likely to arise as a result of future development. The transport strategy arising from the study sets out the measures needed to improve the transport network in the AAP area, and to support new development, based on what is realistic, affordable and deliverable. The measures are illustrated on Figure 4 and indicative phasing is provided in Part Three. Although there are no key strategic transport infrastructure requirements, developers will be required to contribute towards or provide local improvements necessary to support developments.
Key Evidence Transport Study (2011).
Delivery The Transport Strategy is considered to be realistic and deliverable, given current objectives and transportation and funding scenarios. The Strategy will need to be monitored and reviewed in the light of changing policy and financial circumstances during the plan period.
Monitoring This policy will be monitored through the following BCCS indicators and through monitoring the progress on the delivery of the measures identified within the policy.
LOI TRAN2 Appropriate provision or contribution towards transport works and Travel Plans measures by all relevant permissions based on best practice. LOI TRAN4a Increase in cycle use of monitored routes LOI TRAN4b Implementation of Proposed Local Cycle Network identified in the cycle network map
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Figure 4 ‘Map of Key Transport Measures’
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Policy SRC3: Meeting Shopping and Service Needs at Three Tuns District Centre and the Neighbourhood Centre at Goodyear
Policy Aim Identify the role of the Three Tuns District Centre and the new Neighbourhood Centre within the Goodyear redevelopment site and guide the future successful development of these Centres.
The Three Tuns District Centre will provide for local shops and services commensurate with the scale of development as set out in BCCS Policy CEN5. In order to protect and enhance the retail function of the Centre:
Proposals for ground floor retail units that would lead to any of the following will be resisted: More than 40% of ground floor retail units within the centre within non-A1 Use Classes; More than three consecutive ground floor retail units within non-A1 Use Classes; More than two consecutive A5 hot food takeaways; or More than 10% of ground floor retail units within the Centre within Use Class A5 ‘hot food takeaway’
Where shop units are vacant for six months or longer and it can be demonstrated that they have been adequately marketed as A1 units for that period without success, a relaxation of the above criteria may be acceptable in order to maintain active frontages within the Centre.
Proposals to redevelop the Centre will be supported. Any redevelopment must: maintain the retail function of the Centre improve vehicular access and quality of parking areas improve pedestrian access and provide an enhanced public realm enhance the visibility of retail frontages along the Stafford Road have regard to local heritage assets in accordance with policy SRC7. utilise opportunities above ground floor level to create a mix of retail and residential uses.
The Goodyear Neighbourhood Centre does not form part of the centres hierarchy of BCCS Policy CEN2 and will provide for local shops and services commensurate with the scale of development as set out in BCCS Policy CEN6.
Justification BCCS Policy CEN5 provides guidance on the scale of development for centres and this remains appropriate for the Three Tuns Centre which is designated as a District Centre in the Core Strategy.
Since 2000, six surveys of the Three Tuns Centre have been undertaken. These show that there have been fluctuations in the vacancy rate from 2% in 2000 rising to 19% and then reducing to 12% in 2012. In terms of the breakdown of goods and services provided in the centre, the proportion of convenience goods shops (which sell everyday items, such as butchers and grocery shops) has reduced from 20% in
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2000, to 11% in 2012. The proportion of comparison goods shops (which sell non-food goods, such as clothes, and homeware) has remained stable since 2000 at around 36%.
The proportion of service provider units (such as banks and travel agents) increased from 45% in 2000 to 50% in 2012. The number of A5 ‘hot food takeaways’ increased from four units in 2000 to six units in 2012. In total, 37% of units are in non-A1 uses.
Consultation with the community identified concerns with the increasing number of non-A1 uses and hot food takeaways in particular, although there was also a view that the current mix was appropriate for the centre. Policy SRC 3 aims to maintain A1 retail use within the centre and address concerns that the number of hot food takeaways can contribute to a poor environment and unhealthy lifestyles, whilst acknowledging the need to avoid long term empty units in the centre.
Goodyear Neighbourhood Centre The first phase of the planned Neighbourhood Centre within the Goodyear redevelopment site was implemented in 2011 when the Aldi supermarket opened. The Masterplan for the site identifies the potential for some local retail units to provide facilities to serve the area.
Evidence Centre Surveys (2000 – 2012) Options Consultation (2012)
Delivery The delivery of improvements to Three Tuns Centre should be seen as a long term strategy to secure investment in the area as development progresses.
The mix of retail units will be maintained through the planning application process
The Neighbourhood Centre within the Goodyear redevelopment site is part of an agreed Masterplan for the site and will be delivered by the developer.
Monitoring This policy will be monitored through changes in the proportion of uses identified through the centre surveys.
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Figure 5: ‘Map of Three Tuns District and Goodyear Neighbourhood Centres’
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Direction of Change - Creating Sustainable Communities
Policy SRC4 – Delivering Sustainable Levels of Housing
Policy Aim
Help deliver sustainable housing growth and regeneration in the area in line with the targets set in the Core Strategy.
A minimum of 1250 net additional homes will be delivered on existing commitments and allocated housing sites by 2026. Proposals for non-residential uses on or adjacent to allocated housing sites will not be permitted where they would jeopardise the delivery of housing on those sites.
Proposals for housing on Local Quality Employment Land will only be supported where they comply with Policy SRC 1.
Justification Policy HOU1 and Appendix 2 of the BCCS identify indicative housing targets for Wolverhampton by Regeneration Corridor. The following targets are identified for this area:
a) Housing Commitments (i.e. sites with planning permission) - 770 dwellings (19ha) b) Housing Proposals on surplus Employment Land – 873 dwellings – post 2016 (25ha) c) Housing Capacity on Free-Standing Employment Sites – 30 dwellings (0.9ha)
Total = 1,673 dwellings (a+b+c)
Figure 6 identifies the level of housing to be provided within each character area by 2026. The indicative phasing is provided in Part Three and the sites are shown on Figure 7.
Character Area Commitments Allocations Total Junction 2 0 0 0 Fordhouses 0 0 0 Goodyear and Fordhouse Road 775 115 890 Wolverhampton Science Park and Dunstall and 12 0 14 Wulfrun Trading Estate Fowlers Playing Fields, Park Village and Fallings Park 0 345 345 AAP Total 789 460 1249 Figure 6 ‘Table of Housing Commitments and Allocations’
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Although the level of housing identified in the AAP is below the BCCS indicative target, this target has been tested through the preparation of the AAP and is not realistically deliverable within the plan period. The allocations in the AAP are based on the Strategic Housing Land Availability Assessment (2013), the Land Interests Study (2011) and the Geo-Environmental Desktop Study (2011). The Land Interests Study identified employment areas that are likely to come forward for housing based on the intentions of landowners/businesses, the physical condition of buildings and the pattern of landownership.
The Geo-environmental Desktop Study covers all potential development sites in the AAP area and highlights ground condition and mining risks and potential land remediation and stabilisation costs. These costs have been compared with potential development sites in other parts of the City, producing a rating of low, moderate and high risk for geotechnical and contamination issues.
For the proposed housing sites, all areas were identified as having moderate geotechnical risk, with contamination risk varying between moderate risk to high risk. It is worth noting that there are very few sites which have a risk rating below moderate, and addressing such issues is a common feature of housing development in Wolverhampton and the Black Country. In addition, the Desktop Study takes a conservative approach and allows for a significant contingency to cover all potential risks.
The housing allocations therefore reflect a realistic and deliverable approach to providing new homes within AAP area. In order to provide added flexibility, proposals to develop Local Quality Employment Areas for residential uses will be assessed against the criteria in Policy SRC1.
In determining whether non-residential uses would jeopardise the delivery of allocated housing sites, the nature of the non-residential use (permanency, scale, site operations etc.) and the indicative phasing of the housing allocation will be taken into account.
Evidence The Wolverhampton Strategic Housing Land Availability Assessment (SHLAA) (2013) Geo-environmental Desktop Study (2011) Land Interests Study (2011)
Delivery The Council will work with land owners and developers to bring forward housing development sites including taking a flexible approach to planning obligations in accordance with policy SRC11.
Monitoring This policy will be monitored through the following BCCS indicators and through monitoring progress on the delivery of identified housing commitments and allocations through the annual update of the SHLAA.
LOI HOU1 Net housing completions for each Regeneration Corridor and Strategic Centre and for free-standing employment sites outside the Growth Network by local authority
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Figure 7: ‘Map of Housing Commitments and Allocations’ Page | 22
Policy SRC5 – Facilitating the Improvement of Park Village
Policy Aim
To enable a range of measures to be delivered at Park Village to secure an improved neighbourhood, both physically and socially.
Within Park Village, development proposals that make a positive contribution to housing renewal will be encouraged. New developments must:
Improve the public and private realm; Provide a mix of housing tenures and vibrant places; Contribute to reducing fuel poverty through energy efficient buildings and exploring opportunities for community energy networks; Provide housing of high quality design; Create safe and secure environments to reduce crime and anti-social behaviour; Address issues of safety and surveillance at Fowlers Playing Field, where appropriate; Utilise the historic assets of the area in accordance with Policy SRC 7.
Justification BCCS Policy CSP2 on development outside of the Growth Network identifies housing renewal hubs which are the current foci for renewal activity within wider housing market intervention areas. Park Village is an identified housing renewal hub and Appendix 2 of the BCCS proposes a Neighbourhood Renewal Assessment (NRA) of poor quality housing to explore potential for improvement/remodelling. An NRA was completed in 2010 and recommended the declaration of a 10 year Housing Renewal Area (HRA) in order to bring about transformational change, provided that such a programme could be funded and sustained. A number of potential options were assessed and the recommended course of action for the area was ‘Improvement and Transformational Redevelopment’. The NRA focussed on the historic core area of Park Village between Cannock Road and Stratton Street, which has since been identified in the Characterisation Study as having significant heritage value.
The Council has not declared Park Village as a HRA due to the lack of funding. However, it does remain a priority for delivering improvements and the Council is developing an affordable phased intervention plan for the area. The SHLAA also identifies some small development sites in the area which are considered suitable for housing development. These could contribute to the wider renewal of the area.
The Characterisation Study undertook an Intensive Area Assessment of Park Village given its historic significance, local distinctiveness, townscape value and its sensitivity to change. The area is identified in the report for its local heritage value and the contribution this could make to the regeneration of the area.
Evidence Park Village Neighbourhood Renewal Assessment (2010) Stafford Road Characterisation Study (2009)
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Delivery Park Village Intervention Plan
Monitoring This policy is to be monitored through the Park Village Implementation Plan
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Direction of Change - Transformation of the Environment and Addressing Climate Change
Policy SRC6 Design and Public Realm Framework
Policy Aim
Promote public realm improvements and design solutions at key locations to increase the areas ability to attract investment and to secure a high quality environment. A gateway route will be created to a thriving city and a distinctive area with a sense of place in which people will be happy to make a home and want to do business. The Stafford Road will be enhanced to provide a legible and attractive entrance to the employment areas in the north of the city and through to the central core business area of the City.
Public realm improvements will be promoted at local gateways which will help to create attractive, distinctive, safe and accessible routes through the area and connecting local communities. The Council will seek to protect, conserve and enhance the assets and areas of townscape quality identified in the Stafford Road Characterisation Study.
High quality design and public realm enhancements will be pursued throughout the Stafford Road Corridor.
Development proposals affecting Key Gateways, Local Focal Points, Canal Focal Points and Street Frontage enhancement zones, will be required to demonstrate how they will deliver public realm enhancements and high quality distinctive design to improve the quality of environment along the Stafford Road and promote a positive image of the area.
Proposals should maximise opportunities to:
Create routes that are clear, direct, convenient, safe and well-signed, and can be used by everyone, taking all opportunities to design out crime Ensure that new public spaces and routes through developments are well defined by buildings in terms of scale and layout. Provide active distinctive frontages and avoid blank elevations Use good quality, traditional hard landscaping materials to compliment locally distinctive building materials and reinforce local character Provide high quality street furniture and boundary treatments and minimise street clutter Promote public art to enhance spaces and buildings, Protect the settings of and views to existing heritage assets to help promote local distinctiveness.
Justification Townscape analysis of the Stafford Road Corridor classified much of the industrial and residential sites in the area as being adequate or poor in terms of overall townscape quality. First impressions are negative for those arriving in the City and moving through the Corridor via its many gateways, focal points and
Page | 25 frontages, with a few notable exceptions. Unattractive employment areas, cleared derelict sites and areas of undistinguished housing all contribute towards an overall poor perception of the Corridor. There is a need to deliver improvements to the public realm focussed largely along the Stafford Road itself.
Junction 2 of the M54 is a key gateway to Wolverhampton. The i54 development and remodelling of the employment area south west of the motorway roundabout provides a key opportunity to set the tone for the approach to the City. Five Ways Island is, in contrast, a key gateway to the City Centre itself. Landmark buildings already define the roundabout but enhancement and management of the public realm can further support quality.
Focal points along the corridor include locally important junctions at Bee Lane, Goodyear and Bushbury Lane. The Bee Lane focal point has already been enhanced through recent development. Goodyear and Bushbury Lane focal points can be emphasised through development immediately to the east.
Three Tuns is the main shopping centre for the area and has been identified for public realm and frontage improvements. These will enhance this key marker on the approach to the City.
The A449 Stafford Road, the canal and the rail corridor provide opportunities for improvement. Public realm treatment and management could transform the city approach between Three Tuns and Goodyear. Development sites, particularly at Fordhouses employment area and the area around Park Village, provide medium term opportunities to transform the area through quality design.
Design proposals should be developed in conjunction with the Council and key stakeholders including the local community and the local police authority to ensure that proposals address local issues from the outset.
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Figure 8: ‘Map of Key Design and Public Realm Locations’
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Policy SRC7: Strengthening Local Character and Identity
New development should be designed to strengthen local character and identity and in particular should respect those heritage assets, anchor sites and townscape features identified in the Stafford Road Characterisation Study.
Development proposals affecting such sites should demonstrate how they will be conserved or enhanced including, where appropriate, consideration of the need to protect views and opportunities to promote the enjoyment of and access to the cultural heritage of the area for the benefit of the local community.
Development that would result in substantial harm to heritage assets will not be permitted unless it can be demonstrated that;
All reasonable alternatives that would avoid harmful adverse impacts have been fully explored and are not feasible or viable; The proposed development is of high quality and designed to reinforce and enhance local character and distinctiveness; and A mitigation strategy has been prepared to minimise harm and provide for an appropriate level of salvage and/or recording.
Justification General policy guidance is given on design, historic character and local distinctiveness in policies ENV2 and ENV3 of the Core Strategy. These seek to ensure that place making is at the heart of new development proposals to ensure high quality design is secured and the character and distinctiveness of the local area respected and enhanced.
The Stafford Road Corridor contains very few statutorily designated heritage assets but it is known to have been an important route between the historic centres of Wolverhampton and Stafford. In the 18th and 19th centuries it became a main corridor for transportation by canals and then railways. These transport routes define the area: road, rail and, to a lesser extent, the canals. The historical development of these routes, together with associated industrial and subsequent residential development has made a permanent impression on the character of the area. The lack of statutory protection makes the need to protect local heritage assets more significant.
Four pieces of evidence have considered issues of design, historic character and local distinctiveness in the AAP. These are the detailed Stafford Road Characterisation Study, Stafford Road Corridor Baseline Audit, Phase 2 Black Country Environmental Infrastructure Guidance and the Wolverhampton Locks Conservation Area Appraisal.
The Characterisation Study concluded that there is little overall coherent survival of historic character throughout the area in terms of standing buildings or historic form, however there are small pockets of surviving late 19th / early 20th century buildings that contribute towards a sense of place. There are also sections of two canal based Conservation Areas, and highly significant historic elements of the transport infrastructure that was vital to the industrial development of Wolverhampton, much of which is still
Page | 28 operational. The surviving and fragmentary remains of the heritage of the area are fragile but this is a heritage that needs to be protected and enhanced.
The Characterisation Study has included a comprehensive survey to review existing knowledge about the heritage of the area and to identify previously unrecognised heritage assets, including buildings, sites, archaeological remains and open spaces, which contribute towards the overall character and distinctiveness of the area together with an assessment of their significance. It has categorised these assets based on the potential they have to be catalysts for regeneration and their heritage value (Category 1 & 2) and their townscape value (Category 3). The whole area has also been divided into locally distinctive character areas and the contribution that the historical development of the area has made to its present character can now be more clearly understood and appreciated. Recognising what is special about the area and what makes it distinctive is a useful first stage in engendering a sense of place which will be vital to the ongoing regeneration of the area for local residents and the business community.
The Characterisation Study provides information that should be used in conjunction with other sources of heritage data, including the Wolverhampton Historic Environment Record, to inform site appraisals and development proposals. Design and Access Statements should clearly set out, explain and justify design solutions and demonstrate how these will achieve locally responsive outcomes that will contribute towards strengthening the local character and identity of the corridor, in line with BCCS Policy ENV2.
Policy SRC8: The Canal Network
Development proposals should positively relate to and take advantage of close proximity to the canals within the Stafford Road Corridor and, where opportunities exist, promote or improve their economic, recreational, environmental, historic and ecological conservation value.
Proposed development that is likely to affect the canals must also comply with BCCS Policy ENV4 and be in accordance with the Wolverhampton Locks Conservation Area Appraisal and Management Proposals. Specifically within the Stafford Road Corridor development proposals affecting the canals should where appropriate: achieve high standards of design and sensitively integrate any associated canal side features provide active frontages onto the waterway and along routes that give access to the canals preserve or improve public access to the canal protect and enhance areas of landscape, ecological and archaeological interest adjacent to the canals protect and exploit, by way of appropriate landscape design or restoration to active use, the remains of former wharfs and infilled basins.
Justification BCCS Policy ENV4 provides a specific policy framework for the canals. An appraisal of the Wolverhampton Locks Conservation Area has been undertaken as part of the evidence gathering for the AAP. The Birmingham Canal passes through the south-west part of the Stafford Road Corridor, where it has an important historical relationship with bordering industrial sites and later railway features that
Page | 29 particularly characterise this part of the Corridor. Character Area 2 of the Conservation Area Appraisal (from Cannock Road to Oxley Viaduct covering Locks 6 through to 16) lies within the corridor. The appraisal contains a number of management proposals for the Conservation Area and identified an extension to the designated area to include important archaeological remains of coaling stages and a railway engine turntable in Fowlers Park. Guidance on new development on sites adjacent to the canal is also included in the appraisal and management proposals.
The AAP identifies several employment sites suitable for development that adjoin the Conservation Area, which is one of the most significant heritage assets in the area. The Conservation Area Appraisal provides a clear justification for the designation of the conservation area and sets out the special architectural and historic qualities of the area that are to be used to inform planning decisions. The Canals and River Trust also provide guidance on development affecting the canals and ensuring that the canals and their environment form an integral part of wider development proposals. The canals also provide opportunities to generate renewable energy that could be explored as part of complying with BCCS ENV7 and SRC10.
A section of the Staffordshire and Worcestershire Canal passes through the northern part of the corridor, bounded by employment opportunity sites and open space. This section of the canal forms part of the Staffordshire and Worcestershire and Shropshire Union Conservation Area. The Council will prepare an appraisal and management proposals for this conservation area during the plan period.
Evidence Wolverhampton Locks Conservation Area Appraisal (2012) Stafford Road Corridor Characterisation Study (2009)
Delivery The delivery of these policy areas will be strongly linked to the development of sites and areas in the AAP.
Where appropriate the Council will prioritise resources to deliver improvements, as well as encouraging the private landowners / developers to help deliver the successful regeneration of the area.
The Council has statutory powers to seek improvements to existing canalside boundary treatments where these are detrimental to the character and appearance of the Conservation Area.
Monitoring This policy will be monitored through the following BCCS indicators.
LOI ENV2 Proportion of planning permissions granted in accordance with Conservation/Historic Environment Section or Advisor recommendations LOI ENV3a Proportion of major planning permissions adequately addressing By Design and Manual for Streets as appropriate LOI ENV4b Proportion of planning permissions granted in accordance with British Waterways planning related advice
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Figure 9: ‘Map of Heritage Assets, Townscape Features and Anchor Sites’
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Policy SRC9 - Delivering Environmental Infrastructure at the Local Level
Policy Aim
Identify the relevant measures to secure the delivery of new and enhanced Environmental Infrastructure in the area to support development in line with the Black Country Environmental Infrastructure Guidance, and to help the area mitigate and adapt to the effects of Climate Change.
Environmental Infrastructure will be protected and enhanced. All housing developments must reasonably contribute towards meeting the quantity, quality and accessibility targets for open space in the most up-to-date open space audit and needs assessment.
New employment developments of 1,000 sqm floorspace or more will be required to provide Green Roofs to reduce the impact of the heat island effect unless it can be demonstrated that is not viable or feasible to do so.
Developments of 1,000 sqm or more within High Quality Employment Areas must provide at least 10% of the overall site area as open space in order to provide amenity and recreation areas for employees and visitors, enhance biodiversity, reduce the urban heat island effect, provide for sustainable water management and improve the appearance of the area. It will be acceptable for up to half of the 10% open space requirement within High Quality Employment Areas to be offset by the provision of green roofs.
All development proposals should consider the use of Urban Wetlands and Street Rain Gardens as part of Sustainable Urban Drainage Schemes (SUDS).
Proposals on vacant/derelict sites to grow Biomass or undertake Phytoremediation, where this offers a suitable remediation technique, will be supported.
Justification Policy CSP3 of the Core Strategy requires development proposals to demonstrate how the network of Environmental Infrastructure (EI) will be protected, enhanced and expanded at every opportunity. This is supported by other strategic environmental policies on, for example, nature conservation (ENV1). The Core Strategy also provides the strategic approach to Climate Change adaptation and mitigation issues in the Black Country through these environmental policies.
An integrated EI approach which delivers other multiple benefits, including recreation opportunities and high quality design which attracts investment to the area will be promoted within the AAP area. The Black Country EI Design Guide and Action Plan identified suitable measures for the AAP area to consider and these have been incorporated into the AAP. Housing sites will be required to provide for sufficient open space in accordance with the most recent adopted standards to meet the need arising from the development. Within the Fowlers and Park Village character area, as well as local sites, there are opportunities to create a wider network between housing sites as well as possible linkages to Fowlers Playing Field. Employment sites also need to contribute to the environmental infrastructure particularly
Page | 32 given the current lack of environmental infrastructure on sites and the location of a number employment sites in prominent locations along the Stafford Road.
Evidence Open Space Audit and Needs Assessment (2008) Black Country Environmental Infrastructure Guide (2011) Black Country Environmental Infrastructure Action Plan (2011)
Delivery The delivery of a successful EI network will require a coordinated approach by all delivery partners, including the Council, statutory agencies, landowners and developers.
Delivering some of these interventions (such as growing biomass on vacant/derelict sites) may involve partnership approaches.
In February 2012 the Government awarded Birmingham & the Black Country Nature Improvement Area status. This 3 year funded programme will help deliver additional improvements to the natural assets of the area, could help secure long terms investment in the natural environment to support the delivery of the AAP.
Monitoring This policy will be monitored through the following BCCS indicators.
LOI ENV5 Proportion of major planning permissions including appropriate SUDS
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Figure 10: ‘Map of Environmental Infrastructure’
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Policy SRC 10 – Providing Local Renewable and Low Carbon Energy Infrastructure
Policy Aim
Ensure the AAP provides clear guidance to deliver renewable and low carbon energy infrastructure in the area to support regeneration and address climate change.
When complying with BCCS Policy ENV7, energy assessments provided by developers must demonstrate the capacity to achieve zero carbon development and provide evidence that all options for achieving the following aims have been fully explored and proven to not be feasible and/or viable:
1. Demonstrating how the design of the scheme and performance of buildings include measures to reduce CO2 emissions.
2. Planning for on-site low and zero carbon energy and locally connected heat. The following opportunities should be fully explored: a. connection to an existing heating network where available, including future proofing for connections to potential networks b. establishing a new site-wide heating network, using renewable or, if not viable, low carbon sources c. the use of micro-generation, particularly solar thermal and solar PV
3. Providing for allowable solutions towards off-site CO2 reduction measures in accordance with any national or local provisions.
Justification Policies in the Core Strategy provide the strategic approach to Climate Change issues in the Black Country. This includes a requirement for the AAP to adopt a strong approach to renewable energy, as set out in Policy ENV7. Wolverhampton Council has adopted an approach towards the 10% requirement set out in Policy ENV7 which includes low carbon forms of energy generation.
Given the strength of policies in the Core Strategy on renewable and low carbon energy, likely changes to Building Regulations over the Plan period, and the significant viability issues highlighted in the evidence base, there is little scope to introduce additional local targets on renewable and low carbon energy which potentially could add to development costs.
However, the AAP does provide further guidance on local implementation of BCCS Policy ENV7, highlighting specific potential for renewable and low carbon energy technologies, including district heating networks.
The Renewable and Carbon Reduction Energy Capacity Study explored the potential for renewable and low carbon energy. The opportunities identified in the study form the basis of Policy SRC 10. The study also highlights the wider benefits that renewable energy and low carbon energy can have for the Stafford Road Corridor including:
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Economic benefits in terms of jobs, skills and investment in developing a low carbon economy Helping to reduce fuel energy bills and respond to fuel poverty Raising Wolverhampton’s profile as a centre for sustainable living in response to climate change Contributing towards Wolverhampton’s energy security Providing a fixed return on investment, through supplying energy to local consumers, to the grid and via government incentives.
The AAP therefore adopts a positive approach to renewable and low carbon energy and ensures that the provision of infrastructure is considered at the outset and will help ‘future proof’ development schemes.
The approach to allowable solutions is currently being considered by Government, but is likely to be a financial contribution to offset residual emissions (for example £ per tonne of CO2). This money could be used for a range of projects e.g. heating network infrastructure or retrofitting existing homes with micro- generation.
Evidence Renewable and Carbon Reduction Energy Capacity Study (2011).
Delivery The delivery of renewable and low carbon energy in the area will require a flexible approach.
Government financial incentives, as well as the potential for Council led initiatives (such as an ESCO) will provide an appropriate delivery framework.
Monitoring This policy will be monitored through the following BCCS indicators.
LOI ENV3b Proportion of major planning permissions meeting at least Code for Sustainable homes Level 3 or BREEAM very good standard LOI ENV7 Proportion of eligible developments delivering measures sufficient to off-set at least 10% of estimated residual energy demand
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Part Three - Development Opportunities and Character Areas
The AAP has been divided into five ‘Character Areas’ as shown on Figure 11. For each Character Area a vision and development outputs and parameters have been developed. Detailed maps and proposals covering area and site designations, infrastructure proposals and design and public realm considerations are provided. These proposals are directly linked to AAP, BCCS and saved UDP policies as indicated. Indicative phasing is also proved for proposals where appropriate.
Figure 11: ‘Character Areas’
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Figure 12: ‘Map of Policies’
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Junction 2
Vision
This area will have fulfilled its potential to become the premier high quality employment location in Wolverhampton, with a focus on leading edge, high technology industry. Investment in the Fordhouses Employment Area, infrastructure and other environmental improvements will mean that people working in and travelling into the City will be greeted by a high quality environment.
Development Outputs
74.8ha of Employment Land 41.7ha Employment Development Opportunities and Investment Areas Protection of and investment in open spaces, nature conservation assets and local character / townscape features. Preservation and enhancement of the Staffordshire and Worcestershire Canal and its setting (designated conservation area). Delivery of transport proposals and other infrastructure to support and ensure the successful delivery of development
Development Parameters
The majority of the development opportunities in the area have high risks associated with contamination / geotechnical, although some areas have moderate risks. The Character Area is a key gateway into Wolverhampton, as such a high quality design is important. Areas of flood risk affect some development opportunities in Fordhouses Employment Area – site specific recommendations from the Strategic Flood Risk Assessment (SFRA) need to be considered. Potential for a community-wide energy infrastructure (for example a Community Heat and Power network) Investment in environmental infrastructure including open space, green roofs, street rain gardens Conservation Area and other local heritage/townscape assets identified for protection and enhancement
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Figure 13: Junction 2
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Area Designations These relate to the high quality employment areas the plan needs to protect. Established office activity will be supported at Pendeford and Wolverhampton Business Parks. There will be a focus on aerospace / high technology / high end manufacturing at the Fordhouses Employment Area, with opportunities to provide supply chain opportunities for businesses located on i54, which will be considered high quality upon the completion of the Employment Development Sites and the Employment Investment Areas.
Area Ref Name Type Size (ha) HQEA 1 Wolverhampton Business Park High Quality Employment Land 12 HQEA 2 Pendeford Business Park High Quality Employment Land 9.3 HQEA 3 Fordhouses Employment Area High Quality Employment Land 53.5
Development Sites/Opportunities Development Sites and Investment Areas provide the employment opportunities in the area, with a number of large sites available for development. It may be possible to develop a number of sites as part of one scheme to provide comprehensive redevelopment and to increase the number of large sites available in Wolverhampton. There will be a focus on attracting high technology / high end manufacturing. Sites in the Enterprise Zone are expected to provide the short term development opportunities.
Site Name Type Size Indicative Further Information Ref (ha) Phasing Sites within the Enterprise Zone EDO 1 i54 Employment 1 Pre 2016 Existing commitment: 1ha within Development Site Wolverhampton, remainder within South Staffordshire EDO 2 Rear of IMI Marstons Employment 7.2 Pre 2016 High quality design adjacent to Development Site canal having regard to BCCS Policies ENV2 and ENV4. EDO 3 Lupus Park Employment 4.4 Pre 2016 Existing commitment Development Site EDO 4 Wolverhampton Employment 4.2 Pre 2016 Existing commitment (includes Business Park Development Site B1(a) Office use) EDO 5 The Gateway (Tree Employment 1.4 Pre 2016 Existing commitment (includes Tops) Development Site B1(a) Office and hotel uses) Sites outside the Enterprise Zone EDO 6 Citigate Park Employment 4.1 Pre 2016 High quality design adjacent to Development Site canal having regard to BCCS Policies ENV2 and ENV4. EDO 7 Bettles Site Employment 1.5 Post 2016 Existing commitment (To include Development Site compensatory provision for loss of SLINC on site) EDO 8 Fmr Corus building Employment 2.4 Post 2016 Development Site EIA 1 Fordhouses EIA Employment 15.5 By 2026 High quality design adjacent to Investment Area canal having regard to BCCS Policy ENV4.
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Social and Environmental Proposals Social and environmental proposals in this Character Area support the existing areas of open space, enhance and protect nature conservation assets (particularly the identification of the Canal network), contribute to reducing the urban heat island effect and identify local heritage / townscape features, predominantly focussed around key open spaces in the area, for protection and enhancement.
Site Name Type Further Information Ref INF 1 Bushbury Substation Key Infrastructure Proposals will be supported where national and local Green Belt policies are satisfied. OS 1 Broadlands Open Space Open Space OS 2 Greenfield Lane Golf Course Open Space OS 3 Lucas Sports Ground Open Space Private Sports Ground OS 4 Wobaston Road Sports Ground Open Space Site is outside Wolverhampton City boundary and shown for context; South Staffordshire policies apply OS 5 Pendeford Lane Sports Ground Open Space OS 6 Wobaston Road Open Space Open Space OS 7 Marsh Lane Open Space Open Space OS 8 The Droveway Allotments Open Space Allotments OS 9 Fordhouses Cricket Club, Pendeford Open Space Private Sports Ground OS 11 Pendeford Business Park Natural Open Space Area OS 12 Pendeford Business Park Buffer Open Space NAT 1 Land West of Stafford Road Nature Conservation Site of Local Importance for Nature Conservation (SLINC) NAT 2 Land at Pendeford Lane Nature Conservation Site of Local Importance for Nature Conservation (SLINC) LCD 1 Wobaston Road Playing Fields Characterisation Study Category 1 Asset LCD 2 Wobaston Road Sports Ground Characterisation Study Category 1 Asset LCD 4 Goodrich Sports Ground Characterisation Study Category 2 & 3 Asset LCD 5 Greenfield Lane Golf Course Characterisation Study Category 2 & 3 Asset LCD 6 Marsh Lane Canal Bridge Characterisation Study Category 2 & 3 Asset Heritage Asset LCD 7 Flats Development, Bee Lane / Characterisation Study Category 2 & 3 Stafford Road Asset CON 1 Worcestershire and Staffordshire Conservation Area Heritage Asset and Site of Canal Conservation Area Importance for Nature Conservation (SINC)
Transport Proposals The proposed transport infrastructure provides access to employment sites in this key gateway from both within Wolverhampton and outside by road and public transport as well as providing local walking
Page | 42 and cycling links and addressing road safety concerns. This infrastructure is important to unlocking the development potential of these major employment sites.
Site Name Type Indicative Ref Phasing TI 1 i54-City enhanced public transport corridor Public transport corridor along the A449 By 2026 TI 2 Motorway Access to i54 Proposal shown for context – not in AAP By 2016 area TI 3 Wobaston Road / Vine Island Improvements to capacity, pedestrian safety By 2016 and public transport priority TI 4 Stafford Road / Goodrich / Springfield Lane Junction Improvement By 2016 Junction TI 5 Staffordshire and Worcestershire Canal Canal improvements to provide By 2026 enhancements for pedestrians and cyclists.
Masterplan and Design Considerations Junction 2 is the key city wide gateway to the north of Wolverhampton and is of a mixed business / industrial nature with some higher quality buildings and business environments. Development opportunities overlooking the roundabout from the south west provide the potential to establish a striking landmark in this prominent location linked to i54. The industrial approach between the junction and the Bee Lane focal point and the frontage along Wobaston Road to the i54 entrance provide opportunities to upgrade the user experience through public realm and access improvements and targeted new development.
Site Ref Name Type D 1 M54 J2 Gateway D 2 I54 entrance from Wobaston Road D 3 Wobaston Road / Stafford Road Junction Local Focal Point D 4 Greenfield Lane D 5 Staffordshire & Worcester Canal at Wobaston Road Canal Focal Points
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Fordhouses
Vision
This residential based Character Area will be supported by existing employment premises to the east of the West Coast Main Line. Investment directed to Three Tuns Centre will provide the local amenities needed to support existing and new communities in the Stafford Road Corridor.
Development Outputs
2.9ha of Employment Land Investment in Three Tuns Centre Protection of and investment in open spaces and local character / townscape features Delivery of transport proposals to support and ensure the successful delivery of development
Development Parameters
Three Tuns Centre acts as a local focus point along the Stafford Road Local heritage/townscape assets identified for protection and enhancement No areas of flood risk although there are site specific recommendations in the SFRA which need to be considered.
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Figure 14: ‘Map of Fordhouses’
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Area Designations Usam Trading Estate and Wood Lane is to be protected for employment uses, mainly to provide local employment opportunities. Three Tuns Centre is to be retained as a Centre, and is identified for improvements in Policy SRC3.
Area Ref Name Type Size LQEA 1 Usam Trading Estate and Wood Lane Local Quality Employment Land 2.9ha DLC 1 Three Tuns (Stafford Road) Centre District Centre N/A
Development Sites/Opportunities None
Social and Environmental Proposals Social and environmental proposals in this Character Area will support the existing areas of open space and identify local heritage / townscape features, predominantly focussed around some key local buildings in the area.
Site Name Type Further Information Ref OS 6 Wobaston Road Open Space Open Space OS 10 Patshull Avenue Playing Fields Open Space OS 13 St Anthony's Roman Catholic Primary Open Space School OS 14 Bee Lane Playing Fields Open Space OS 15 Harrowby Road Allotments Open Space Allotments OS 16 Shelley Road Open Space Open Space OS 17 Kipling Road Open Space Open Space LCD 3 Patshull Avenue Playing Fields Characterisation Study Asset Category 1 LCD 8 St Anthony's Roman Catholic Church Characterisation Study Asset Category 2 & 3 LCD 9 Elston Hall Primary School Characterisation Study Asset Category 1 Locally Listed Building Heritage Asset LCD 10 Former Three Tuns Inn Characterisation Study Asset Category 2 & 3 Heritage Asset LCD 11 Church of the Epiphany and Vicarage Characterisation Study Asset Category 2 & 3 LCD 12 436 Stafford Road Characterisation Study Asset Category 2 & 3 Heritage Asset LCD 13 448-462 Stafford Road and 1-3 Church Characterisation Study Asset Category 2 & 3 Road Heritage Asset LCD 14 Woodbine Inn, Wood Lane Characterisation Study Asset Category 2 & 3 Heritage Asset LCD 3 Patshull Avenue Playing Fields Characterisation Study Asset Category 1
LCD 15 Bee Lane Playing Fields Characterisation Study Asset Category 1 LCD 16 Railway Cottages and Adjacent Former Characterisation Study Asset Category 2 & 3 Pumping Station, Wood Lane Heritage Assets
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Transport Proposals The proposed transport infrastructure will provide improved access, by road and public transport, along the strategic Stafford Road Corridor, to employment areas to the north as well as to residential and other development sites within the area. They will also improve local walking and cycle access, as well as road safety, and address the barriers to local travel presented by the busy Stafford Road.
Site Name Type Indicative Ref Phasing TI 1 i54-City Centre enhanced public transport corridor Public Transport Corridor along A449 By 2026 TI 6 Stafford Road / Three Tuns Lane / Marsh Lane Island Improve pedestrian facilities and By 2016 traffic capacity TI 7 Stafford Road / Oxley Moor Road Junction Improvement By 2026 TI 9 Safety Improvements to Stafford Road Review gaps in Stafford Road Central By 2016 Reservation and close if there is a safety imperative
Masterplan and Design Considerations Fordhouses emphasises the transition from a business to a neighbourhood environment focused around the Three Tuns Centre. The Centre provides the opportunity to greatly enhance this focal point both as a corridor marker and a hub for surrounding neighbourhoods and passing trade, both through public realm and frontage improvements.
Site Ref Name Type D 6 Bee Lane D 7 Three Tuns Centre Local Focal Points D 8 Three Tuns Lane / Elston Hall Lane
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Goodyear & Fordhouse Road
Vision
The Goodyear mixed use development is the catalyst for the regeneration of the wider Character Area. Further housing will have been developed on Showell Road, with areas of employment land protected and invested in on Fordhouses Road. The quality of the built and natural environment will have been significantly enhanced, embodied in the new Neighbourhood Park.
Development Outputs
16.5ha of Employment Land 1.9ha of Employment Development Opportunities Delivery of 890 new homes, providing approximately 7ha of open space. Protection of and investment in a new Neighbourhood Park and local character / townscape features. Delivery of transport proposals to support and ensure the successful delivery of development
Development Parameters
Development opportunities in the area have moderate to higher risks associated with contamination / geotechnical issues. The Goodyear Island acts as a local focus for people travelling along the Stafford Road. Local heritage/townscape assets identified No areas of flood risk although there are site specific recommendations in the SFRA which need to be considered.
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Figure 15: ‘Map of Goodyear and Fordhouse Road’
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Area Designations The Goodyear Factory has recently undergone refurbishment and represents a significant investment in the area. The Fordhouses Road employment area is protected for employment, and offers local quality employment opportunities.
Area Ref Name Type Size (ha) HQEA 4 Goodyear Factory High Quality Employment Land 8.4 LQEA 2 Fordhouses Road Employment Area Local Quality Employment Land 8.1
Development Sites/Opportunities The Goodyear mixed use development is the largest development site in this area, and provides the potential to deliver new homes and other infrastructure in the area. The development of housing on employment sites on Showell Road will replace out of date accommodation which needs significant investment.
Site Name Type Capacity Indicative Further Information Ref ha/(dws) Phasing HP1 Goodyear Mixed Use Housing and 18.8/(685) By 2021 Existing commitment: Redevelopment Neighbourhood Under construction Centre HP2 Promise House – South Housing 0.5/(40) Post 2016 HP 3 Showell Road / Busbury Housing 2.1/(75) Post 2016 0.3 ha open space Lane HP 4 Armitage Shanks Housing 2.4/(92) Pre 2016 Existing Commitment EDO 9 Fordhouses Road Employment 1.9 Post 2016 Development Site
Social and Environmental Proposals Social and environmental proposals in this Character Area mainly revolve around local heritage / townscape features, predominantly focussed around some key local buildings and structures in the area. This includes the Goodyear Clock Tower.
Site Ref Name Type Further Information OS 18 Goodyear Sports Ground Private Sports Ground OS 19 Goodyear Neighbourhood Park Open Space Planning permission granted for approximately 6ha OS 20 Oxley Primary School Open Space NAT 3 Bushbury Sidings Nature Conservation Site of Local Importance for Nature Conservation (SLINC) NAT 4 Goodyear Nature Conservation Site of Local Importance for Nature Conservation (SLINC) LCD 17 3-127 Bushbury Lane Characterisation Study Asset Category 2 & 3 Heritage Asset LCD 33 The Island House Public House Characterisation Study Asset Category 2 & 3 Heritage Asset LCD 35 166-172 Stafford Road Characterisation Study Asset Category 2 & 3
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Heritage Asset LCD 20 Oxley Primary School Characterisation Study Asset Category 2 & 3 Heritage Asset LCD 21 190-236 Stafford Road Characterisation Study Asset Category 2 & 3 Heritage Asset LCD 22 Goodyear Clock Tower Characterisation Study Asset Category 1 Locally Listed Building Heritage Asset LCD 23 26-154 Showell Road Characterisation Study Asset Category 2 & 3 Heritage Asset
Transport Proposals The proposed transport infrastructure will provide improved access, by road and public transport, along the strategic Stafford Road corridor, to employment areas to the north as well as to residential and other development sites within the area. They willalso improve local walking and cycle access, as well as road safety, and address the barriers to local travel presented by the busy Stafford Road.
Site Name Type Indicative Ref Phasing TI 1 i54-City enhanced public Public transport corridor along the A449 By 2026 transport corridor TI 8 Goodyear Island Road Safety Improvements By 2016 TI 9 Safety Improvements to the Review gaps in Stafford Road Central Reservation and By 2016 A449 Stafford Road close if there is a safety imperative
Masterplan and Design Considerations The Goodyear factory has provided a landmark for north Wolverhampton for decades. Redevelopment at Goodyear will be of a scale that can create a new neighbourhood character for this area. Much of the site is hidden from Stafford Road and the corridor along this suburban stretch in particular is in need of a lift in environmental quality and character. Goodyear and nearby sites provide a scale of opportunity that can transform and announce the neighbourhood environment in this area. New development needs to be linked to surrounding attractions such as Three Tuns Centre, the canal and Fowler Playing Fields, as well as neighbourhoods to the east of the rail line along Bushbury Lane.
Site Ref Name Type D 9 Goodyear Island Local Focal Points D 10 Bushbury Lane Bridge
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Wolverhampton Science Park and Dunstall & Wulfrun Trading Estates
Vision
Wolverhampton Science Park will be the focus of an improved quality of employment offer in this area. Improvements to Dunstall and Wulfrun Trading Estates and the employment areas around Shaw Road / Bushbury Land and Crown Street / Cross Street North will also have improved the physical environment of the area, supporting environment and townscape improvements.
Development Outputs
56.4ha of Employment Land 26.7ha Employment Development Opportunities and Investment Areas Protection of and investment in open spaces and local character/townscape features New nature conservation assets identified. Delivery of transport proposals to support and ensure the successful delivery of development
Development Parameters
The majority of the development opportunities in the area have moderate risks associated with contamination / geotechnical, although some areas have higher risks. The Character Area is a key gateway into Wolverhampton City Centre, as such a high quality design is important. The Wolverhampton Locks Conservation Area will influence design of development sites along the canal. Other nationally significant and local heritage/townscape assets are also identified for protection and enhancement. Areas of flood risk affect some development opportunities, site specific recommendations from the SFRA need to be considered. Potential for connection to a City Centre district heating network if such a network is established. Investment in environmental infrastructure including open space, green roofs and street rain gardens
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Figure 16: ‘Map of Wolverhampton Science Park and Dunstall and Wulfrun Trading Estate’
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Area / Site Designations The High Quality Employment Areas that are protected through the AAP will have a focus on high technology / high end manufacturing, with Local Quality Employment Areas offering local employment opportunities. Existing Strategic Waste Management facilities area also identified for protection in the area. The building out of the Employment Development Sites, and the refurbishment / investment in existing premises in the Employment Investment Areas will ensure that areas such as the Dunstall and Wulfrun trading Estates become high quality.
Area Ref Name Type Size (ha) HQEA 5 Wolverhampton Science Park High Quality Employment Land 18.8 HQEA 6 Shaw Road / Bushbury Lane Employment Area High Quality Employment Land 12.9 HQEA 7 Dunstall and Wulfrun Trading Estates High Quality Employment Land 17.3 LQEA 3 Crown Street / Cross Street North Local Quality Employment Land 7.4 SW 1 Crown Street Energy from Waste Facility Existing Strategic Waste N/A Management Facility SW 2 Crown Street Transfer Station Existing Strategic Waste N/A Management Facility SW 3 Shaw Road Household Waste Recycling Centre Existing Strategic Waste N/A Management Facility
Development Sites/Opportunities Development sites and opportunities in the area will secure investment in employment opportunities which will provide high technology / high end manufacturing. Typically the sites tend to offer the potential to meet small to medium occupation needs and the sites at Wolverhampton Science Park offer short term opportunities.
Site Ref Name Type Size ha Indicative Further Information /(pitches) Phasing HP5 Bushbury Reservoir Housing 12 Pre 2016 Existing commitment 12 Pitches EDO 10 WSP – Gas Holders Employment 2.6 Pre 2016 Development Site EDO 11 WSP Stratosphere Employment 0.4 Pre 2016 High quality design adjacent to Development Site canal having regard to Policies ENV2 and ENV4. Specific guidance in Wolverhampton Locks Conservation Area Appraisal to be incorporated into design and layout of site EDO 12 WSP Mammoth Employment 0.8 Pre 2016 Existing Commitment Drive Development Site commitment includes B1(a) Office use EDO 13 WSP Opportunity Employment 1.1 Pre 2016 Site Development Site EDO 14 Cross Street North Employment 2.8 Pre 2016 High quality design adjacent to Development Site canal having regard to Policies ENV2 and ENV4. Specific guidance in Wolverhampton Locks Conservation Area
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Appraisal to be incorporated into design and layout of site. EDO 15 Foxs Lane / Crown Employment 0.4 Post 2016 Street Development Site EDO 16 Shaw Road / Employment 0.8 Post 2016 Bushbury Lane Development Site EDO 17 East of Wulfrun Employment 1.4 Post 2016 Trading Estate Development Site EDO 18 Shaw Road Employment 0.8 Post 2016 Development Site EDO 19 Showell Rd Ind Est Employment 2.1 Post 2016 Development Site EDO 20 Transco Site Employment 1.9 Post 2016 High quality design adjacent to Development Site canal having regard to BCCS Policies ENV2 and ENV4. Specific guidance in Wolverhampton Locks Conservation Area Appraisal to be incorporated into design and layout of site. EIA 2 Gorsebrook Road Employment 0.7 By 2026 High quality design adjacent to Investment Area canal having regard to BCCS Policies ENV2 and ENV4. Specific guidance in Wolverhampton Locks Conservation Area Appraisal to be incorporated into design and layout of site. EIA 3 Dunstall Trading Employment 4.3 By 2026 Estate Investment Area EIA 4 Crown Street / Cross Employment 1.3 By 2026 St North Investment Area EIA 5 Wulfrun Trading Employment 3.2 By 2026 Estate Investment Area EIA 6 Shaw Road Employment 2.1 By 2026 Investment Area
Social and Environmental Proposals Social and environmental proposals in this Character Area mainly revolve around nature conservation designations and local heritage / townscape features. There are some key local features including a number of local heritage / townscape features which are in addition to the designated heritage assets including the Conservation Area and several statutorily listed structures. The large number of EDOs and EIAs provide the opportunity to significantly increase the environmental infrastructure within existing employment areas.
Site Name Designation Further Information Ref OS 21 Moorland Avenue Open Space Open Space
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OS 22 Old Fallings Park Sports and Social Club Bowling Green Open Space OS 23 South Street Open Space Open Space OS 24 Glentworth Gardens Open Space Open Space OS 25 Wolverhampton Science Park 1 Open Space OS 26 Wolverhampton Science Park 3 Open Space OS 27 Dunstall Hill Open Space Open Space OS 28 Stafford Road/Dunstall Hill Open Space OS 29 Wolverhampton Science Park 2 Open Space NAT 5 Bushbury Junction Reservoir Nature Site of Local Importance for Conservation Nature Conservation Designation (SLINC) NAT 6 Land at Wolverhampton Science Park Nature Site of Local Importance for Conservation Nature Conservation Designation (SLINC) NAT 7 Stafford Road Cutting Nature Site of Importance for Conservation Nature Conservation (SINC) Designation & Site of Local Importance for Nature Conservation (SLINC) LCD 34 Mosque, Five Ways Characterisation Category 2 & 3 Study Asset LCD 19 Oxley House and Gardens Characterisation Category 1 Study Asset Statutory Listed Building Heritage Asset LCD 36 Wolverhampton Science Park Characterisation Category 2 & 3 Study Asset LCD 37 Railway Viaduct, WSP Characterisation Category 1 Study Asset Statutory Listed Building Heritage Asset LCD 38 Oxley Viaduct Characterisation Category 1 Study Asset Statutory Listed Building Heritage Asset LCD 39 Lady Wulfrun Memorial Characterisation Statutory Listed Building Study Asset Heritage Asset CON 2 Wolverhampton Locks / Birmingham Canal Conservation Focal Point for the area. Area Conservation area Statutorily listed building Heritage Asset and Site of Importance for Nature Conservation (SINC)
Transport Proposals The proposed transport infrastructure will provide improved access, by road and public transport, along the strategic Stafford Road corridor, to employment areas to the north and to other employment sites within the area. They will also improve local walking and cycle access, as well as road safety, and address the barriers to local travel presented by the busy Stafford Road.
Site Ref Name Type Indicative Phasing TI 1 i54-City Centre enhanced public Public transport corridor along the A449 By 2026
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transport corridor TI 10 WSP Park & Ride Review role of existing Park and Ride site By 2016 TI 11 Cross Street North / Cannock Road Junction Improvements, including pedestrian 2021- enhancements 2026 TI 12 Bushbury Lane Island Junction Improvements By 2026 TI 13 Stafford Road / Gorsebrook Road Island Junction Improvements By 2026 TI 14 Five Ways Island Junction Improvements By 2026 TI 15 Birmingham Canal Canal improvements to provide enhancements By 2026 for pedestrians and cyclists.
Masterplan and Design Considerations Criss-crossed by rail viaducts and the canal, this area has a strong character reflecting the city's impressive industrial heritage. This directly affects the Stafford Road - especially with the bridges - and local focal points such as canal locks and significant open space.
The Science Park provides a contemporary example of a quality business environment that addresses the canal. Five Ways Island provides a strong positive gateway to the city centre itself. Further proposed development around the Science Park provides the opportunity to add to the quality of the business environment and in particular to positively address the canal and the focal point at Bushbury Lane / Stafford Road. Existing trading estates provide opportunities for enhanced canal side business environments overlooking Fowler Playing Fields and frontage enhancements along Stafford Road. The impact of historic bridges as they cross key routes should be utilised to the full.
Site Ref Name Type D 11 Five Ways Island Gateway D 12 Bushbury Lane Island Local Focal Points D 13 Railway bridges crossing Stafford Road D 14 Junction of Birmingham Canal and Oxley Viaduct at Jones Road Canal Focal Points
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Fowlers Playing Fields, Park Village and Fallings Park
Vision
A mixed use area will have been developed to the east of the West Coast Rail Line, developing housing and protecting and securing investment in the retained employment areas to support local companies. This investment will be supported by progressive improvements to Park Village which respect its local heritage / townscape importance. Fowlers Playing Fields will have been enhanced and invested in to make it part of the local community.
Development Outputs
Delivery of approximately 345 new homes, providing approximately 2ha of open space. 11.1ha of Employment Land 3.4ha of Employment Investment Area . Protection of and investment in a Fowlers Playing Fields to make it part of the existing and planned communities. Local character / townscape features will also be protected and enhanced along with the extension to the Wolverhampton Locks Conservation Area. . Delivery of small scale transport proposals
Development Parameters
. Development opportunities in the area have moderate risks associated with contamination / geotechnical issues. . Fowlers Playing Fields open space acts as the main townscape feature. The Wolverhampton Locks Conservation Area extends into this open space. Other local heritage / townscape sites are also identified. . No areas of flood risk affecting development sites although there are site specific recommendations in the
SFRA which need to be considered. . Potential for connection to a City Centre district heating network if such a network is established.
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Figure 17: ‘Map of Fowlers Playing Field, Park Village and Fallings Park’
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Area Designations These mainly relate to the employment areas the plan needs to protect, and will offer accommodation for local employment opportunities. Park Village will be identified as a Housing Improvement Area to support appropriate investment to improve the physical and social environment.
Area Name Type Size (ha) Ref LQEA 4 Fallings Park, Guys Motors and Merry Hills Local Quality Employment Land 4.1 Industrial Estates LQEA 5 Bridge St / Bank St / Wood St Local Quality Employment Land 3.6 LQEA 6 ACS&T, Park Lane Local Quality Employment Land 3.4 HIA 1 Park Village Housing Improvement Area 15.4
Development Sites/Opportunities Development sites in the area relate to the opportunity to provide housing development. There are a number of large sites, all of which are expected to come forward at different times. It will therefore be important to provide a clear framework to achieve the successful and coordinated regeneration of this area. The Employment Investment Area at ACS&T is identified to support existing plans by the company to invest in their site.
Site Name Type Capacity Indicative Further Information Ref ha/(dwellings) Phasing HP 6 Former Paget Housing 0.4/(10) Post 2016 Capacity restricted by adjacent uses Arms Public House HP 7 Bus Depot Housing 2.8/(95) Post 2021 Approximately 0.4 ha of open space with possible links to Fowlers Playing Field Dependent on bus depot relocation HP 8 Bluebird Trading Housing 3.6/(130) By 2021 Approximately 0.5ha of open space Estate and Site to linked to Fowlers Playing Field. Rear Maintain and enhance Local heritage assets through retention and reuse HP 9 Assa Abloy Housing 3.1/(110) Post 2021 Approximately 0.5ha of open Space Building and with possible links to Fowlers Playing Former Petrol Field Filling Station Maintain and enhance Local heritage assets through retention and reuse EIA 7 ACS&T, Park Lane Employment 3.4 Post 2021 Investment Area
Social and Environmental Proposals Social and environmental proposals in this area mainly revolve around Fowlers Playing Fields with the need to secure investment in the site highlighted. There are also local heritage / townscape features mainly relating to building and street frontages in the area.
Site Name Type Further Information Ref
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OS 30 Joan O’Callaghan Playground Open Space
OS 31 Fowlers Playing Fields Open Space Improved pedestrian and cycling access to Cannock Road / Springfield Brewery and Park Lane / Guy Avenue. Potentially provide a route through the open space for cyclists as an alternative to the canal towpath. Security and other improvements to increase use of site. OS 32 Natural Area Adjoining Fowlers Park Open Space OS 33 Park Village Multi Use Games Area Open Space NAT 8 Land at Fowlers Playing Fields Nature Conservation Site of Local Importance for Nature Conservation (SLINC) CON 2 Wolverhampton Locks / Birmingham Conservation Area Focal Point for area. Canal Conservation area Statutorily listed buildings Heritage Asset and Site of Importance for Nature Conservation (SINC) LCD 18 Railway Bridges, Showell Road Characterisation Study Category 2 & 3 Asset Heritage Asset LCD 24 Clinic, Park Lane Characterisation Study Category 2 & 3 Asset Heritage Asset LCD 25 Guys Motors Industrial Building Characterisation Study Category 2 & 3 Asset Heritage Asset LCD 26 Bluebird Trading Estate – Street Characterisation Study Category 2 & 3 Frontage Asset Heritage Asset LCD 27 Park Village Youth Community Characterisation Study Category 2 & 3 Centre Asset Heritage Asset LCD 28 443-449 Cannock Road Characterisation Study Category 2 & 3 Asset Heritage Asset LCD 29 Methodist Church, Stratton Street Characterisation Study Category 2 & 3 Asset Locally Listed Building Heritage Asset LCD 30 Lewisham Arms Public House, Characterisation Study Category 2 & 3 Stratton Street Asset Locally Listed Building Heritage Asset LCD 31 Park Village - Areas of late 19th Characterisation Study Category 1 Century/early 20th Century Housing Asset Heritage Asset LCD 32 Fowlers Playing Fields Characterisation Study Category 1 Asset Sites of archaeological interest included within conservation area designation and Local List. Heritage Asset
Transport Proposals The proposed transport infrastructure provides improved access, by road and public transport, along the Cannock Road corridor, in particular to housing development opportunities and retained employment
Page | 61 areas. They will also improve local walking and cycle access, as well as road safety, and address the barriers to local travel presented by the busy Cannock Road.
Site Ref Name Type Phasing TI 15 Birmingham Canal Canal improvements to provide By 2026 enhancements for pedestrians and cyclists. TI 16 Cannock Road / Cambridge Street Junction Improvements, including pedestrian Post 2021 enhancements
Masterplan and Design Considerations Fowlers Playing Fields and its canal based industrial heritage provides an underutilised hub for the area, surrounded by Park Village to the south - with its strong grid character but in need of renewal - and low grade rail-side trading estates to the east. The inward looking nature of these land uses provides much scope for positive change. Fowlers Playing Fields has the opportunity to be more intensively used with targeted new employment and residential developments providing overlooking and improved safety. Improved connections from surrounding areas targeted for improvement would further support this, as well as providing links and views to the canal, offering interpretation of the heritage of the area and appropriate signage to nearby facilities. Trading estates to the east provide the potential for growing Park Village and transforming the city approach along the Cannock Road corridor.
Site Ref Name Type D 17 Park Lane / Guy Avenue Junction Local Focal Points D 15 Fox’s Lane access to Fowlers Playing Fields Canal Focal Points D 16 Birmingham Canal at Cannock Road
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Part Four –Infrastructure, Delivery and Monitoring
Policy SRC11 – Local Infrastructure Requirements and Delivery Priorities
Policy Aim Ensure that developments in the AAP area are supported by the required infrastructure, which reflects the aspirations of the local community.
The AAP will support the ability of infrastructure providers to meet the needs of growing communities and businesses in appropriate ways.
The Council will work with partners to deliver the required infrastructure to support investment and growth. The key infrastructure improvements required are listed in Figure 19.
Developers will be required to contribute towards the cost of infrastructure in accordance with the policies of this AAP, the BCCS and the UDP or replacement policies. The Council will adopt a flexible approach to contributions where they can be shown, by means of a robust financial viability assessment, to render development for the allocated use unviable.
Bushbury substation is identified as an area of infrastructure enhancement. Essential infrastructure to support the operational requirements of the substation will be supported subject to compliance with other relevant policies including the protection of Green Belt land.
Requirements Delivery Transport improvements, including enhanced public transport WCC / Developers corridor and junction improvements Provision of affordable housing on new housing developments Developers / Housing Associations The need for additional primary school provision, through WCC extending / investing in existing sites Environmental Infrastructure WCC / Developers New open space providing a variety of EI functions (at least 15% of housing development land, which has been assumed in the capacity figures) Deliver EI Projects (site specific) Sustainable drainage systems to meet local and national standards Open space improvements Delivery of public art / public realm / gateway improvements to WCC / Developers enhance the appearance of the area Renewable Energy, including the consideration of the use of WCC / Developers district heating systems
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Site Remediation to Land Use standard, taking into account Developers findings of the Geo-environmental Desktop Study (site specific) Flood Risk mitigation in line with recommendations in the Developers / Environment Agency Strategic Flood Risk Assessment (site specific) Improvements at Park Village (site specific) WCC / Police / Landlords / Fuel Poverty Action Programmes / Others Improvements to Bushbury Substation (site specific) National Grid Figure 18: ‘Key Infrastructure’
Justification The Core Strategy Infrastructure and Deliverability Study concluded that the level of development and growth proposed in the Black Country did not require large scale infrastructure improvements, although local improvements might be needed to support particular areas or sites. BCCS Policy DEL1 expects AAPs to ensure that key infrastructure is delivered by setting out what infrastructure is required.
The Geo-environmental Desktop Study and the Land Interests Study have highlighted potential constraints and costs for development sites across the AAP area, based on detailed evidence. Ground conditions are sometimes complex and expensive to address. Land contamination, drainage and service diversion also need to be addressed.
The Land Interests Study has shown that there are reasonably sized areas of employment land made up of medium to large plots, with some developer interest, which have potential for land assembly. However, there are also areas with multiple small ownerships, or where key owners are resistant to development, or where response rates to the Study have been low. Anecdotal evidence indicates that residential land values are not currently sufficient to fully fund the relocation of businesses currently occupying small sites.
The evidence can be used on a site by site basis to provide an estimate of financial viability which will vary as market conditions fluctuate over the plan period. The constraints revealed are wide-ranging and pose a risk to delivery of development, some more so than others. It is a clear that a partnership approach is needed to deliver the infrastructure needed in the area. The Council has a pivotal role to play in coordinating and potentially delivering this.
National Grid requested that the Bushbury Substation site is identified as a Major Developed Site in the Green Belt. This is on the basis of the need for flexibility in Green Belt policy as there is likely to be a need to expand / develop the site to meet operational needs during the plan period. The site is identified in the AAP as being a significant infrastructure site where essential infrastructure improvements will be supported. However, any developments requiring planning permission will need to satisfy relevant national and local Green Belt policy.
Delivery Details in the AAP Delivery Plan
Monitoring The delivery of infrastructure will be monitored through the AAP Delivery Plan and relevant indicators for individual policies.
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AAP Delivery Plan The AAP Delivery Plan sets out in detail how the implementation of the AAP will be supported through the delivery of infrastructure needed to support the regeneration of the area, as well as addressing issues of viability, funding and phasing. The Delivery Plan will be a ‘live’ document, updated on a regular basis as infrastructure requirements are identified, developed and delivered.
Monitoring of the AAP Progress towards overall delivery of the AAP will be monitored in the Monitoring Reports produced annually by the Council.
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Stafford Road Corridor Area Action Plan Options Report: Summary of Consultation Responses
ID Respondent Respondent Comments Response Q 1 Resident No development on Fowlers Playing Field for the following reasons: The option for development at Fowlers Park has not •The site is well maintained and is well used by local residents (particularly from Park Village) been carried forward in the AAP. •Vehicular access onto Fowlers is heavily constrained by the narrow streets and associated residential parking of Park Village, and enabling any development (e.g. construction vehicles) may mean there is a need to demolish certain properties to gain access. •If access from other areas were possible (from the Gas Holders site at the Science Park, Park Lane or on Cannock Road / Waggon and Horses site), then they do not lend themselves to suitable areas on Fowlers to address issues of surveillance (mainly to the north of the open space). 2 ACS&T ACS&T Logistics owns the cold stores on Park Lane, Wolverhampton. We have previously had AAP to be amended to replace housing allocation from 42 Logistics discussions with you regarding the potential development of the north site into housing. This is north site with employment investment area something we may well consider in the future but not in the in the short term. designation.
I mention this because your colour-coded map shows our north site as “Housing Proposals”. I feel it is too premature to describe the site like this at this stage. Please could you therefore recode it as “Employment Investment Areas” i.e. the same as our south site. 3 AMEC on National Grid owns and operates Bushbury substation. The substation forms an essential part of The infrastructure designation in the AAP covers areas 48 behalf of the national electricity transmission network and plays an important role in maintaining the currently developed. The AAP is not reviewing Green National Grid supply of electricity to the local distribution network operator and therefore ultimately to homes Belt boundaries and therefore the existing designation and businesses throughout Wolverhampton and the wider area. Therefore, National Grid would is considered appropriate. Notwithstanding Permitted like to ensure that its landholding at Bushbury substation is not covered by any allocations or Development rights, should a planning application be designations which would restrict them from extending or developing the substation if necessary required to further develop the site outside the and inhibit any future operational requirements that may be placed upon them. Consequently, designation, then applications will be considered in whilst National Grid welcomes the designation of ‘Enhanced Infrastructure’ which covers part of accordance with all relevant policies. the site, we request that this is extended to cover all the land currently owned by National Grid as identified above. 4 Bushbury Parking is an issue and needs to be improved. The AAP sets a framework for transport improvements 10 Oxley and seeks to improve parking in the area. Fordhouses 1
ID Respondent Respondent Comments Response Q Community Action Network (BOFCON) 5 Bushbury Make sure there are facilities for the local community and children Existing policies seek to retain local facilities or provide 48 Oxley •Derelict pubs are an issue – losing community facilities new facilities alongside housing. Fordhouses •Pendeford Business Park – Lloyds Bank are locating more people to the site and this may cause Possible transport problems at Pendeford Business Park Community traffic problems. are noted. Action •Open spaces need to be retained and no development allowed on Oxley Golf Course Oxley Golf Course falls outside the AAP boundary so will Network •Subject to the points above, there are no objections to the proposals in the Plan. not be identified for development in the AAP. (BOFCON) 6 Bushbury Transport – Generally need better public transport links e.g. No. 76 bus to Church Lane needs a The AAP sets the framework for transport 8 Oxley better bus network. improvements, including a review of park and ride Fordhouses facilities, better traffic management and increased Community Suggest that a Park & Ride on the City boundary could help address congestion traffic. highway capacity. Action Network Three Tuns Island is badly affected by school traffic and potential for accidents – needs The Three Tuns and Wobaston Road are identified for (BOFCON) improvements. improvements within the AAP.
Bus laybys could help improve the flow of traffic on the Stafford Road. The Council will continue to work with public transport providers to improve bus services. Wobaston Road could do with widening. The AAP identifies an enhanced public transport Transport changes may lead to ‘rat runs’ (Green Drive, Beech Road, Oxley Moor Road) as people corridor along the Stafford Road. All options will be avoid congested areas (do we monitor this?). considered for developing this option.
Why was the Vine Island option chosen? The AAP seeks to enhance the environment for cyclists and pedestrians through dedicated networks along the Bus links from Pendeford to Three Tuns need to be improved (this could help with the parking canal and public realm enhancements and junction issue at Three Tuns Centre). improvements.
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ID Respondent Respondent Comments Response Q Is the Metro a viable option for the Stafford Road?
Improvements to Marsh Lane and Oxley Moor Road junctions should be prioritised.
Will access into i54 still be allowed from Wobaston Road?
Pedestrian and cycling improvements are needed. 7 Bushbury Three Tuns centre - has a good mixture of shops but do not want too many hot food take-aways. The AAP introduces limits on the proportion of hot food 9 Oxley Shops by Church Road need improving. takeaways but there is also a need to balance the Fordhouses number of non-A1 uses with the need to avoid long Community term empty units. Action Network (BOFCON) 8 CAMRA I would be against removing the existing amount of frontage use for Non A1 class uses we do not The AAP introduces limits on the proportion of hot food 11 want any more fast food operations which cause much of the traffic problems takeaways but there is also a need to balance the number of non-A1 uses with the need to avoid long term empty units. 9 CAMRA No Fowlers park should be kept as open The option for development at Fowlers Park has not 14 been carried forward in the AAP. 10 CAMRA Space land along Cross St North identified as employment land which has been derelict for many The site is considered an unsuitable location for 15 years should be considered for houses overlooking the canal and part of Fowlers field housing. 11 CAMRA Yes as long as employment is not lost The AAP has identified employment sites that are 16 considered suitable for residential development. The AAP provides flexibility and does not rule out any loss of local quality employment land. 12 CAMRA Yes the site corner of Stafford Street/Cannock Road a building of high quality to replace the The former Elephant & Castle site falls outside the plan 21 vacant space where the splendid Elephant & Castle once stood. boundary and will be addressed through the City Centre AAP. 13 CAMRA Details of what type of employment use is preferred for each site, no large warehouses which The type of supported uses is set out in the AAP based 4 take up large space but employ few people on the BCCS policies. B8 uses (large warehouses) will 3
ID Respondent Respondent Comments Response Q be acceptable in some locations. 14 CAMRA No - No building on Fowlers park land and no building on Bus Depot site only build on other sites The option for development at Fowlers Park has not 42 if sites become vacant this area provides employment and future employment opportunities for been carried forward in the AAP. local people of Low Hill an area of high employment within walking distance. Any increase in the number of houses to the at the cost of employment will seriously harm Low Hill estate which The sites identified for housing are based on sites that already suffers from a large amount of unemployment and social problems. Create better are likely to come forward for development and allows improved buildings for employment uses rather than more houses for a managed approach to relocating businesses where necessary. 15 CAMRA Local facilities, shops a Pub as a local community meeting place Good Public transport links both Existing BCCS and UDP policies seek appropriate 45 during the day and evening to reduce the number of car journeys provision of local facilities. 16 CAMRA Partly for large developments there should be a need for contributions to enhance the area and The AAP contains public realm policies that identify key 46 for smaller ones treated on the merits of the site and proposed developments locations where a high quality design approach will be required. 17 CAMRA Any plan should ensure that there is protection for important community Facilities such as pubs Current UDP policies C1 and C3 seek to protect 48 community centres and local facilities and shops and prevent them been subject to change of use community meeting places. without planning permission Any proposed large scale housing development should be providing these basic facilities to prevent the residents having to use the car to reach these essential facilities 18 CAMRA More bus lanes during peak hours to improve speed reliability of public transport, parking The AAP sets a framework for transport improvements 8 restrictions on the main Stafford Road route in and out of the city centre at peak times including the need to improve public transport and traffic management. 19 Canals and Canal & River Trust agrees that historic significance should be taken into account when Comments noted. 18 River Trust determining planning proposals. This is in line with the requirements of the paragraph 131 of the NPPF and the built environment of the waterways represents a unique working heritage of industrial architecture, archaeology and engineering structures, and is a valuable part of the national heritage, as well as an integral part of regional and sub-regional cultural heritage and local distinctiveness. 20 Canals and Canal & River Trust welcomes proposals to protect and enhance the quality of the assets of Any consideration of historic assets would be 19 River Trust heritage significance and townscape value but not measures which would prevent the canals considered in the context of the wider role of the canal potential for being fully utilised or which would inadvertently discourage the use of the canal network. network. 4
ID Respondent Respondent Comments Response Q 21 Canals and Canal Focal Points are proposed by opening up the canal and sensitive interpretation. The canals Any interpretation scheme would need to be agreed 20 River Trust are not public rights of ways and the opening up of the canal should be undertaken in a way that between the Council and the Canal & River Trust. reflects our guiding principles for waterside developments. A waterway’s towing path and its environs should form an integral part of the public realm in terms of both design and management. It is important that the siting, configuration and orientation of buildings and spaces optimise views of the water, generate natural surveillance of water space, and encourage and improve access to, along and from the water. It should be recognised that appropriate boundary treatment and access issues are often different for the towing path side and the offside.
Canal & River Trust would like to question who would be responsible for maintaining an interpretation scheme? It is likely that the interpretation signs/structures would have to be sited on Canal & River Trust land which would require agreement with the Trust. Future maintenance of these would have to be secured and content agreed with Canal & River Trust.
Canal & River Trust would need input on the location and type of interpretation. Interpretation signs/structures should be sited so as not to narrow the towpath restricting access for pedestrians and our machinery etc. 22 Canals and Canal & River Trust would require any development adjacent to or within the canal corridor to; The AAP reinforces and strengthens BCCS Policy ENV4. 22 River Trust not adversely affect the integrity of the waterway structure, quality of the water, result in Reference to the Canals and River Trust guiding unauthorised discharges and run off or encroachment; detrimentally affect the landscape, principles has been added to the AAP. heritage, ecological quality and character of the waterways; prevent the waterways potential for being fully unlocked or discourage the use of the waterway network. The waterways can be used as tools in place making and place shaping, and contribute to the creation of sustainable communities. Canal & River Trust would seek for any development to relate appropriately to the waterway and optimise the benefits such a location can generate for all parts of the community.
As previously mentioned Canal & River Trust have guiding principles for waterside developments. Individual waterways and water spaces need to be viewed as an integral part of a wider network, and not in isolation. Water should not be treated as just a setting or backdrop for development but as a space and leisure and commercial resource in its own right. The ‘added value’ of the 5
ID Respondent Respondent Comments Response Q water space needs to be fully explored. Waterways themselves should be the starting point for consideration of the development and use of the water and waterside land – look from the water outwards, as well as from the land to the water. A waterway’s towing path and its environs should form an integral part of the public realm in terms of both design and management. It is important that the siting, configuration and orientation of buildings optimise views of the water, generate natural surveillance of water space, and encourage and improve access to, along and from the water. New waterside development needs to be considered holistically with the opportunities for water-based development, use and enhancement. Improve the appearance of the site from the towing path and from the water at boat level, and enhance the environmental quality of the waterway corridor. It should be recognised that appropriate boundary treatment and access issues are often different for the towing path side and the offside. 23 Canals and Canal & River Trust welcomes the research and assessment undertaken in the appraisal of the Comment noted. 24 River Trust Wolverhampton Locks Conservation Area and many of its recommendations including extensions to the Conservation Area boundary.
Canal & River Trust has a Heritage Policy and Standards and a copy of the Trust’s Heritage Standards for works to historic structures is available on request. 24 Canals and Canal & River Trust welcomes recommendations to safeguard historic features within the canal Comment noted. 25 River Trust corridor. The built environment of the waterways represents a unique heritage of industrial architecture, archaeology and engineering structures 25 Canals and The proposed approach for the policy refers to consideration for the provision or residential Reference to the Canals and River Trust guiding 26 River Trust moorings and canal related businesses. Canal & River Trust’s strategic aims for long term principles has been added to the AAP. moorings are set out in our document Policies for Mooring Along the Banks of Canal & River Trust’s Waterways in England and Wales. The relevant Strategic aim is: (3) Increase the supply of residential moorings within suitably located and well-managed sites. We would therefore welcome the opportunity to discuss these elements of the proposed residential policy with you.
The proposed approach for the policy also refers to improvements to existing canalside boundary treatments. Improvements should be undertaken in a way that reflects our guiding principles for waterside developments. 26 Canals and Canal & River Trust were involved with the Black Country Authorities in the production of EI Comment noted. 27 6
ID Respondent Respondent Comments Response Q River Trust Design Guidelines. The Trust agree that the AAP policy should relate to the guidelines for the AAP area 27 Canals and The canals are a form of open space, performing a variety of functions. As part of the open space References to the multifunctional nature of the canal 28 River Trust network, canals and towing paths perform multiple functions, such as: strategic links between network are included in the AAP and BCCS Policy ENV4. areas; important wildlife corridors; a recreation and sport resource; accessible amenity in urban areas; access to the countryside; visual amenity; and a community resource. However, the canals are multifunctional and should not be viewed in purely environmental terms. There is a real risk that this could lead to the development of restrictive planning policies which would affect the sustainability of the waterway network and waterways’ ability to deliver economic and social benefits, as well as environmental benefits. 28 Canals and There appears to be no reference to the contribution the canals within the Area Action Plan area A reference to the role of canals in possible low 33 River Trust can make as a renewable energy resource, i.e. the use of canal water for heating and cooling of carbon/renewable energy solutions has been included buildings in meeting renewable energy targets. in the AAP.
In our experience schemes: on sites within 100m of a canal with no intervening roads, railway lines etc.; with a likely 500kW of heat to be dissipated to the canal; using the traditional methods of abstraction, via heat exchanger, then discharge back into the canal; can usually be considered as viable.
Large residential schemes which are overseen by one management company may also be viable as these sites may have a designated energy centre/CHP plant.
Industry use canal water for either for process (consumptive) or for cooling purposes (take and return) and in a lot of instances require both. Quantities for each purpose would have to be ascertained to ensure that enough water is available, but again these schemes may be considered viable. 29 Canals and Canal & River Trust would require any development within the Junction 2 area to; not adversely The AAP reinforces and strengthens BCCS Policy ENV4. 34 River Trust affect the integrity of the waterway structure, quality of the water, result in unauthorised Reference to the Canals and River Trust guiding discharges and run off or encroachment; detrimentally affect the landscape, heritage, ecological principles has been added to the AAP. An appraisal of quality and character of the waterways; prevent the waterways potential for being fully unlocked the Staffordshire and Worcestershire and Shropshire or discourage the use of the waterway network. The waterways can be used as tools in place Union Conservation Area is to be undertaken during the 7
ID Respondent Respondent Comments Response Q making and place shaping, and contribute to the creation of sustainable communities. Canal & plan period. This will provide evidence for requiring River Trust would seek for any development to relate appropriately to the waterway and specific design solutions along the canal. optimise the benefits such a location can generate for all parts of the community.
The Trust recommends a number of guiding principles for waterside developments. Individual waterways and water spaces need to be viewed as an integral part of a wider network, and not in isolation. Water should not be treated as just a setting or backdrop for development but as a space and leisure and commercial resource in its own right. The ‘added value’ of the water space needs to be fully explored. Waterways themselves should be the starting point for consideration of the development and use of the water and waterside land – look from the water outwards, as well as from the land to the water. A waterway’s towing path and its environs should form an integral part of the public realm in terms of both design and management. It is important that the siting, configuration and orientation of buildings optimise views of the water, generate natural surveillance of water space, and encourage and improve access to, along and from the water. New waterside development needs to be considered holistically with the opportunities for water-based development, use and enhancement. Improve the appearance of the site from the towing path and from the water at boat level, and enhance the environmental quality of the waterway corridor. It should be recognised that appropriate boundary treatment and access issues are often different for the towing path side and the offside. 30 Canals and Canal & River Trust would require any development within the Fordhouses area to; not adversely The AAP reinforces and strengthens BCCS Policy ENV4. 36 River Trust affect the integrity of the waterway structure, quality of the water, result in unauthorised Reference to the Canals and River Trust guiding discharges and run off or encroachment; detrimentally affect the landscape, heritage, ecological principles has been added to the AAP. quality and character of the waterways; prevent the waterways potential for being fully unlocked or discourage the use of the waterway network. The waterways can be used as tools in place making and place shaping, and contribute to the creation of sustainable communities. Canal & River Trust would seek for any development to relate appropriately to the waterway and optimise the benefits such a location can generate for all parts of the community.
The Trust recommends a number of guiding principles for waterside developments. Individual waterways and water spaces need to be viewed as an integral part of a wider network, and not in isolation. Water should not be treated as just a setting or backdrop for development but as a 8
ID Respondent Respondent Comments Response Q space and leisure and commercial resource in its own right. The ‘added value’ of the water space needs to be fully explored. Waterways themselves should be the starting point for consideration of the development and use of the water and waterside land – look from the water outwards, as well as from the land to the water. A waterway’s towing path and its environs should form an integral part of the public realm in terms of both design and management. It is important that the siting, configuration and orientation of buildings optimise views of the water, generate natural surveillance of water space, and encourage and improve access to, along and from the water. New waterside development needs to be considered holistically with the opportunities for water-based development, use and enhancement. Improve the appearance of the site from the towing path and from the water at boat level, and enhance the environmental quality of the waterway corridor. It should be recognised that appropriate boundary treatment and access issues are often different for the towing path side and the offside. 31 Canals and Canal & River Trust would require any development within the Wolverhampton Science Park and The AAP reinforces and strengthens BCCS Policy ENV4. 40 River Trust Dunstall & Wulfrun Trading Estates area to; not adversely affect the integrity of the waterway Reference to the Canals and River Trust guiding structure, quality of the water, result in unauthorised discharges and run off or encroachment; principles has been added to the AAP. detrimentally affect the landscape, heritage, ecological quality and character of the waterways; prevent the waterways potential for being fully unlocked or discourage the use of the waterway network. The waterways can be used as tools in place making and place shaping, and contribute to the creation of sustainable communities. Canal & River Trust would seek for any development to relate appropriately to the waterway and optimise the benefits such a location can generate for all parts of the community.
The Trust recommends a number of guiding principles for waterside developments. Individual waterways and water spaces need to be viewed as an integral part of a wider network, and not in isolation. Water should not be treated as just a setting or backdrop for development but as a space and leisure and commercial resource in its own right. The ‘added value’ of the water space needs to be fully explored. Waterways themselves should be the starting point for consideration of the development and use of the water and waterside land – look from the water outwards, as well as from the land to the water. A waterway’s towing path and its environs should form an integral part of the public realm in terms of both design and management. It is important that the siting, configuration and orientation of buildings optimise views of the water, generate 9
ID Respondent Respondent Comments Response Q natural surveillance of water space, and encourage and improve access to, along and from the water. New waterside development needs to be considered holistically with the opportunities for water-based development, use and enhancement. Improve the appearance of the site from the towing path and from the water at boat level, and enhance the environmental quality of the waterway corridor. It should be recognised that appropriate boundary treatment and access issues are often different for the towing path side and the offside. 32 Canals and Canal & River Trust would require any development within the Fowlers Playing Fields, Park The AAP reinforces and strengthens BCCS Policy ENV4. 42 River Trust Village and Fallings Park area to; not adversely affect the integrity of the waterway structure, Reference to the Canals and River Trust guiding quality of the water, result in unauthorised discharges and run off or encroachment; principles has been added to the AAP. detrimentally affect the landscape, heritage, ecological quality and character of the waterways; prevent the waterways potential for being fully unlocked or discourage the use of the waterway network. The waterways can be used as tools in place making and place shaping, and contribute to the creation of sustainable communities. Canal & River Trust would seek for any development to relate appropriately to the waterway and optimise the benefits such a location can generate for all parts of the community.
The Trust recommends a number of guiding principles for waterside developments. Individual waterways and water spaces need to be viewed as an integral part of a wider network, and not in isolation. Water should not be treated as just a setting or backdrop for development but as a space and leisure and commercial resource in its own right. The ‘added value’ of the water space needs to be fully explored. Waterways themselves should be the starting point for consideration of the development and use of the water and waterside land – look from the water outwards, as well as from the land to the water. A waterway’s towing path and its environs should form an integral part of the public realm in terms of both design and management. It is important that the siting, configuration and orientation of buildings optimise views of the water, generate natural surveillance of water space, and encourage and improve access to, along and from the water. New waterside development needs to be considered holistically with the opportunities for water-based development, use and enhancement. Improve the appearance of the site from the towing path and from the water at boat level, and enhance the environmental quality of the waterway corridor. It should be recognised that appropriate boundary treatment and access issues are often different for the towing path side and the offside. 10
ID Respondent Respondent Comments Response Q 33 Canals and Canal & River Trust considers that where appropriate, planning obligations secured from In accordance with Regulation 122 where works to the 44 River Trust developments or regeneration of sites on the waterside or otherwise benefiting from it should canals are, necessary to make the development be reinvested and framed positively to benefit the waterways infrastructure and for mitigation acceptable in planning terms, directly related to the against matters such as increased risk of flooding as the first priority. It is important to recognise development and fairly and reasonably related in scale that new waterside developments place extra liabilities and burdens upon the infrastructure and kind to the development then contributions may be such as: use of the waterway for drainage and flood alleviation purposes – for example sought. discharging surface water into the waterway network; on going maintenance costs for maintaining attractive ‘waterway settings’ – for example the removal of litter from the water, and maintenance of the towing path; use of the waterway and towing path as a form of open space, and the use of towing path as a sustainable transport route. 34 Canals and Canal & River Trust consider that if a development is directly impacting upon the canal In accordance with Regulation 122 where works to the 45 River Trust infrastructure consideration should be given for developer contributions to offset the additional canals are, necessary to make the development liabilities and burdens. acceptable in planning terms, directly related to the development and fairly and reasonably related in scale and kind to the development then contributions may be sought. 35 Canals and Canal & River Trust identify the location of proposed development in relation to our waterway Comment noted. As proposals are developed, this will 47 River Trust infrastructure, to establish the likely implications for our infrastructure and identify the be reflected in the AAP Delivery Plan. aspirations of the Trust for the particular area in question. Our aspirations may include towpath enhancements, access enhancements, any specific schemes/projects identified for an area, bioengineering projects, water quality improvement options and biodiversity/species works.
Projects are underway on the Staffordshire and Worcestershire Canal for towpath and access enhancements and enhancements are also required along the Main Line Canal.
Canal & River Trust would welcome further discussions with you to identify projects and particular locations for enhancement works. 36 Canals and Under the Smarter Choices and Accessibility Planning intervention, the measure for Cycling and Comments noted. The role of towpaths in widening 7 River Trust Walking Network Improvements includes the upgrading of towpaths and access points along the travel choices for cycling and walking is covered within Birmingham Main Line Canal and Staffordshire and Worcestershire Canal. Canal & River Trust the transport policy. welcomes the proposed measure. 11
ID Respondent Respondent Comments Response Q
The canals within the action plan area and their towing paths play an important role in widening travel choices for cycling, walking, freight and public transport. The towing path network provides a motor-vehicle-free environment in which to travel to work, school or home, and 100 tonnes of carbon dioxide (CO2) are saved per 1 kilometre of towing path upgraded. 37 Cannock It is noted that i54 aims to become a flagship business park by 2026 with 155ha of safeguarded The AAP makes provision for housing in accordance 13 Chase employment land and that the AAP will provide land for a 600 houses above existing with the BCCS Housing targets for Regeneration District commitments. It would be useful to know if these additional houses cater in part for the Corridors 1 and 2. Council shortfall in meeting Birmingham’s housing requirement under the Duty to Co-operate. The recognition that the i54 will have a strong influence over Southern Staffordshire and the wider area is important. 38 Cannock The Core Strategy Policy CSP3 requiring development proposals to protect the EI is noted and the Comment noted. 27 Chase recognition that the EI network might need strengthening to provide alternative natural green District space to divert visitors away from Cannock Chase is supported. Council 39 Cannock The inclusion of the Regional Logistics Site Study and the Cannock Chase Special Area of No actions for the AAP have arisen from either study. 28 Chase Conservation Visitor Survey as part of the evidence base is supported. The results of these District completed studies will be important to the integrity and soundness of the final AAP as they will Council advise on potential transport strategies and the mitigation measures required to protect Cannock Chase SAC. 40 Cannock The creation of 12,000 jobs in the AAP area in addition to those created at i54 is welcomed. The Core Strategy policy EMP5 seeks to up-skill the local 3 Chase modern facilities with good motorway access on a site of ‘national’ importance will benefit the workforce to increase job opportunities. District wider economy. However, skill shortages may occur if appropriate action is not taken in the Council short to medium term to up-skill the local workforce as a result of the demand for skilled engineers at Jaguar Land Rovers new engine plant.
The study undertaken to establish the need and potential locations for large scale logistics sites to serve southern Staffordshire and the Black Country has the potential to inform a key aspect of the local economy. Cannock Chase Council has co-operated in the preparation of this study and is aware of its findings. 41 Cannock The recognition of the need to have a HRA to assess an increase in visitor numbers to Cannock The HRA has concluded that there would be no 31 12
ID Respondent Respondent Comments Response Q Chase Chase SAC, as a result of population growth linked to the plan is welcomed. The need for significant impacts arising from the AAP. District mitigation factors if the AAP will have an adverse impact on the SAC and acknowledgement of Council the Cannock Chase visitor survey as part of the evidence base for the plan is also favourably noted.
The sentence stating that “the outline HRA Report has not been able to rule out potential impacts from development in the AAP on European SACs” raises potential concerns; the reassurance that HRA scoping will address any issues raised upon the release of the final draft document through further HRA work is noted, but this will be required to demonstrate mitigation of any adverse effects is deliverable to help ensure the soundness of the document. The HRA will need to address in combination effects of development on the Cannock Chase SAC and assess the work of the Cannock Chase SAC Partnership.
Recognition should be given to the other SACs within the sub-region, including the Cannock Extension Canal SAC within Cannock Chase Council area. While this AAP is unlikely to have an adverse impact on the SACs, if Cannock Chase SAC is identified then the other SACs in the sub- region should be identified for the AAP to be robust.
The continued reference throughout the document to the need to protect Cannock Chase SAC from significant harm is strongly supported. However, the proposed mitigation measures split into two separate options with a preference for Option 1 is not supported. If the proposed developments are likely to cause harm to the SAC then a combination of both options should be proposed as a mitigation measure. This should be informed by the delivery requirements agreed via the Cannock Chase SAC Partnership.
Improved green spaces in Wolverhampton funded through new housing developments (Mitigation Option 1) would provide alternative green space for new residents but there is no guarantee that this would prevent an increased number of visitors going to the Chase for a day out. Therefore a contribution towards the management and improvement of Cannock Chase SAC to mitigate against increased visitor numbers (Option 2) may still be required as part of the mitigation package. 13
ID Respondent Respondent Comments Response Q 42 Cannock Note the need to refer to the importance of the i54 as key to the prosperity of the area and to Comment noted. 7 Chase understand the impact of development growth on the wider transport networks, as identified in District earlier consultation. Council 43 Centro Centro supports this policy aim and it should be noted that Centro is currently working in Comment noted partnership with Wolverhampton City Council to consider public transport on the Stafford Road corridor, particularly in relation to i54. We would therefore welcome the opportunity for continued involvement in the development of the AAP and supporting Transport Strategy.
44 Centro Better Highway Management The council will work closely with partners in delivering It is encouraging that a number of junction improvements have been identified. In order to the required transport improvements. ensure the benefits to public transport are maximised Centro should be involved in future plans and projects, thereby helping to create a high quality public transport option. In support of this, we welcome that parking provision and enforcement has been identified as an issue.
In relation to traffic management, review of bus lanes, traffic signals and variable message signs, Centro should also be involved to ensure any changes do not impact negatively on the safe and efficient operation of public transport services. 45 Centro Improving Public Transport The council will work closely with partners in delivering It is envisaged that Stafford Road will be a high quality bus / rapid transit corridor supported by the required transport improvements. traffic management at key junctions. To assist this it is recommend that objectives contained within any transportation strategy seek to deliver the public transport improvements necessary to support the levels of anticipated growth. Centro would welcome the opportunity to be fully engaged in the development of the transportation strategy in order to ensure that the public transport offer is developed as an integral part of the strategy.
Centro’s Integrated Public Transport Prospectus identifies the A449 Stafford Road Corridor as a high volume public transport corridor that could benefit from a Bus Rapid Transit scheme to serve the i54 site.
It is noted that park and ride facilities will be reviewed and Centro would welcome joint working 14
ID Respondent Respondent Comments Response Q on this matter.
Centro worked with local bus operators and Walsall and Wolverhampton councils to review bus services in the Wolverhampton and West Walsall area in July 2011. The Wolverhampton and West Walsall network review was launched concurrently with the opening of the new bus station. We will continue to work with Wolverhampton and partners to build on the work we have already undertaken to improve services, facilities and information along the corridor.
In terms of rail, considerations should be given to the Wolverhampton – Stafford section of the West Coast Main Line in addition to the Shrewsbury Line.
46 Centro Smarter Choices and Accessibility Planning Comment noted. High quality design and layouts will It is essential that the good pedestrian and cycle links are made between new development sites be considered in more detail as schemes progress. The and the local public transport network. In particular, consideration should be given to the design, AAP requires safe environments that are accessible to safety and lighting of such routes. Consideration could be given to crossing location and design everyone. to support any routes.
47 Centro Delivering and Monitoring The AAP Delivery Plan will be a ‘live’ document for Crucial to the delivery of the AAP will be the details provided in the AAP Delivery Plan. As tracking the delivery of infrastructure. This will be delivery partners, and in line with Centro’s Integrated Public Transport Prospectus and emerging produced and maintained with regular contact between policies on rail, we request involvement in shaping the proposed development plan and the council and key partners. monitoring framework. This will help to ensure that the public transport network is planned for accordingly. The Council is not currently progressing with a CIL. It will be for the planning application stage for any Further to this, to support the AAP and proposed housing and employment further details of developments brought forward, to establish whether a these should be shared at the earliest opportunity to aid discussion and guide delivery. contribution would meet the statutory tests for planning contributions. The table on page 61 indicates a requirement for ‘Transport improvements, including bus rapid transit / enhanced bus corridor and junction improvements’ and it is considered Centro will be a partner in delivery of this.
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ID Respondent Respondent Comments Response Q It is also noted that the Council is looking into whether a Community Infrastructure Levy is a suitable approach for Wolverhampton. Centro would welcome involvement as this issue progresses. Centro considers that where appropriate, planning conditions/agreements should be used in approving new development ensuring that new development supports walking, cycling and public transport access. In certain cases, it may also be appropriate to require that developer contributions are made towards priority measures and the long-term development of the public transport network. 48 Councillor 4) - Public Open Spaces retained. I understand, in the case of Oxley Golf Course there is/has Although Oxley Golf Course is outside the AAP 13 (WCC) been a suggestion for considered of housing development. At present the existing road network boundary, any large scale development of the site could is experiencing considerable difficulty in coping with the present levels of traffic. Without taking have implications for the transport network in the AAP. this into consideration will result in making this situation worse - with further congestion and Should any proposals come forward, the impact on the also gridlock. AAP area will need to be fully considered through the planning application process. 49 Councillor 2) - Traffic congestion on Stafford Road between Marsh Lane/Oxley Moor Road - this needs to be 2) By inclusion in the AAP addressing congestion has 7 (WCC) given top/immediate priority in resolving the problems which already exist. We cannot not wait been given greater priority future proposals/actions as suggested in the documentation. 3) There is an identified need for improvements and 3) - Consideration regarding planning permission needs to be given per industrial planning this extends to all users including pedestrians applications based on and/or have direct access on to Wobaston Road. It is already a busy road 24/7. There are no adequate facilities for pedestrians: those who are disabled, the elderly, 5i) The AAP supports the development of a high volume parents with young children on this road. public transport route and all options for achieving this will be considered 5) - Public Transport – i) Give consideration to the metro system being extended form the City Centre to the i54 and Pendeford Park sites; ii)iii) & iv) This is not something that can be directly addressed through the AAP other than encouraging ii) extend existing bus routes to enable direct access from/to Pendeford/Three Tuns area - this improved public transport provision. The Council works will allow direct access for residents to the facilities in these areas (Three Tuns Shopping and with public transport providers in reviewing routes and Pendeford Park) services.
iii) provide adequate 'bus services taking into account the needs of concerns on the i54 and Pendeford Park estates. For instance, Lloyd's Banking Group are/have transferring a number of 16
ID Respondent Respondent Comments Response Q personnel from Dudley to the Pendeford Park trading estate. As such they have made this request in order to avoid problems of parking, congestion at present which exist in the Armstead Road area. If implemented properly it will also help/assist economic re-generation for the City and region;
iv) provide a proper integrated 'bus service which caters for the actual needs of passengers in Stafford Road, Rake-Gate, St Anne's Estate, Pendeford and Dovecotes areas. At present these arrangements are for the benefit of the 'bus operators not the 'bus passengers. Added to that full utilisation of Wolverhampton Bus Station of these services not situation which exists at present of "min-bus "stations in the City Centre (i.e. Princess Street, Stafford Street and Lichfield Street) with inadequate facilities as opposed to those services which at present are located within the Bus Station. 50 Dudley Dudley Estates would prefer the site to be identified for residential development, or maybe a The site has been assessed and deemed suitable for 3 Estates mixed use development, making best use of the sites location next to the canal. The site would employment purposes. The plan will provide a policy help increase housing capacity in the area, for which the Plan area is short. that would allow the loss of local quality employment The site would be difficult to bring forward for employment development, as there is a lack of land subject to strict criteria being met. However, at need in the market place when existing vacant premises are available, more often than not, at this stage the site is considered unsuitable for allocating cheaper prices than new build industrial premises. as housing within the plan. Dudley Estates are willing to work with the Council to work through any issues on the site (the incinerator has been identified as a constraint to bringing residential forward). Dudley Estates do not envisage any problems in bringing the site forward. 51 English Flexible policy measures might include encouraging the use and conversion of upper floors for Comment noted. 11 Heritage residential use. 52 English Given the identified historic significance of the area and its renewal needs, English Heritage The AAP seeks to balance the need for investment and 17 Heritage suggests that a positive policy framework is likely to be warranted. It will be important that the regeneration with the protection of the areas historic policy balances the interrelated aims of sustaining and enhancing the area’s heritage interest assets. whilst at the same time delivering required improvements. 53 English English Heritage welcomes and supports the inclusion of this policy area and the prominence it Comment noted. 18 Heritage gives to importance and value of strengthening local character and identity as an integral part of the regeneration strategy for the AAP. We also welcome the clear commitment it gives to conserving and enhancing the area’s heritage assets, this fully informed by the Historic 17
ID Respondent Respondent Comments Response Q Landscape Characterisation Study and the conservation area appraisal. 54 English English Heritage is supportive of the preferred Option 2 for conserving and enhancing the historic Comment noted. 19 Heritage environment and the more proactive approach it offers to provide additional guidance. 55 English With respect to creating a higher quality and more distinctive public realm, we suggest that in General design principles are contained in the BCCS and 20 Heritage conjunction with the preferred option of focusing on key locations the AAP also sets out series of UDP policies. The AAP provides additional local aspects overarching principles applicable to the area as a whole. This would help to ensure the and focal points to consider when bringing forward coordination and integration of schemes in their wider context as well as help inform any public development. realm works associated with other developments. 56 English In the delivery of new and enhanced Environment Infrastructure, there are relevant links to be It is accepted that environmental infrastructure can be 27 Heritage made to Policy Area 6 and particularly the conservation and enhancement of the area’s heritage multifunctional. Appropriate references included in the assets which can also be categorised as part of the environmental infrastructure of the area – as AAP to reflect this. for example the canal network. This is of further importance with respect to the delivery of the AAP (Part 4) – see separate comments. 57 English We suggest that in addition to the consideration of providing local renewable and low carbon Policy SRC 8 provides guidance on the protection of 33 Heritage energy infrastructure, the policy area could address the issue of the existing built stock and heritage assets. Proposals for energy efficiency would energy efficiency measures. In terms of the area’s historic buildings this is particularly relevant be covered by the policy and other statutory protection due to the need to ensure that measures are appropriate and do not harm the significance of the where appropriate. asset or indeed the character of the wider area. 58 English As mentioned under Policy Area 7, it is important that environmental infrastructure Comment noted. 44 Heritage encompasses the area’s historic environment and heritage assets in order that investment can be drawn in for suitable projects. 59 English We support the positive management of the area’s heritage assets and public realm Comment noted. 9 Heritage improvements as a component of Option 1. 60 First City No, we do not agree that the AAP no longer needs to address the issue of getting the right type Since the Options Report was published, planning 1 and mix of housing, in particular the provision for Gypsy and Travellers (Aim 5). We understand permission for 12 pitches at Bushbury Reservoir has the reasons set out in Appendix C but do not feel this should prevent the AAP being considered been granted. The AAP has been updated to reflect this to provide additional Gypsy and Traveller Sites during the time period up to 2026. Our client has commitment. recently purchased land known as Bushbury Pool located on Showell Road within the boundaries of the AAP. The site is designated as a Site of Local Importance for Nature Conservation (SLINC) within the saved policies of the Wolverhampton UDP. The site however, has suffered somewhat in recent years from neglect and has been the victim of very serious and persistent fly tipping. 18
ID Respondent Respondent Comments Response Q The site is currently in a state of disrepair and there is little evidence of the presence of important features and the status of being a SLINC as confirmed by the Extended Phase 1 Habitat Survey, September 2012, completed by Middlemarch Environmental Ltd.
The site has the potential to accommodate the target number of permanent Gypsy pitches as set out within the Black Country Core Strategy for the Wolverhampton area; however our client would like to provide a number of permanent residential Gypsy pitches (no more than 15) in conjunction to amenity facilities, landscaping and parking and remedial works carried out in the former pool located on site with significant landscaping to create an environment which is intended to attract and provide habitation by wildlife and will be a site which will boost a considerably improved environment. 61 First City The Bushbury Pool located off Showell Road has been identified within the Characterisation Since the Options Report was published, planning 18 Study as a Category 1 anchor site (which is considered to be a site of sufficient heritage value and permission for 12 pitches at Bushbury Reservoir has appropriate size or scale to act as potential catalyst for schemes of regeneration and been granted. The AAP has been updated to reflect this redevelopment to emerge around them). We acknowledge the previous history of Bushbury Pool commitment. but in recent years the site has been severely neglected and now no longer performs the function of a reservoir and has lost much of its heritage and environmental value. We consider that any future planning applications will have consideration to the history of the site but further guidance set out in the AAP should not prejudice future development of a different nature which would significantly improve the site and the 62 First City The document identifies the preferred option of adopting the buildings and areas identified Since the Options Report was published, planning 19 within the HLC and to formally recognise that their protection and enhancement should form an permission for 12 pitches at Bushbury Reservoir has important consideration throughout regeneration and also to identify measures to guide the been granted. The AAP has been updated to reflect this future management of these assets in key locations. We do not consider Bushbury Pools a commitment. specific location which would require additional guidance. The site has been severely neglected in recent years with a significant amount of fly tipping. The site would benefit from redevelopment which would encourage use of the site and deliver much needed accommodation for the Gypsy and Traveller community and landscape enhancement in a sustainable way. 63 First City Site LCD22 Bushbury Junction Reservoir identified is wrongly classified in part 3. The site does Since the Options Report was published, planning 22 however have the potential to be redeveloped and provide a site which is attractive and well permission for 12 pitches at Bushbury Reservoir has used. The redevelopment of the site to provide Gypsy and Traveller pitches would benefit the been granted. The AAP has been updated to reflect this 19
ID Respondent Respondent Comments Response Q wider area of Wolverhampton and provide the much needed facilities during the plan period. commitment. The local character designation has been removed from the site. 64 First City Site LCD 22 Bushbury Junction Reservior should be removed from this section. The site has Since the Options Report was published, planning 40 potential for redevelopment with the potential to accommodate gypsy and traveller pitches permission for 12 pitches at Bushbury Reservoir has within a location which is well screened, highly accessible and deliverable. been granted. The AAP has been updated to reflect this commitment. The local character designation has been removed from the site. 65 Fordhouses The Church are looking at some development on the site, potentially for residential. This would Infill development is not appropriate for allocation 37 Methodist be on the part of the site fronting Stafford Road filling in the gap between the residential through the AAP. Existing development plan policies Church properties on Stafford Road. The Church only really uses the western section of the site as the offer flexibility for small scale developments in suitable vehicular access is on Winchester Road. The proposal itself would be small in scale - no more locations. than 10 homes depending on the type of scheme (probably houses, but not ruling out flats). 66 Highway It is understood that WCC in conjunction with developers will provide the required funding to The Delivery Plan will provide more detail on funding 46 Agency deliver the planned road/junction improvements. Further details on how this process is to be where this is known. The Council is not introducing a managed would be required. It is noted that the document as currently drafted does not give CIL. details of where funding will come from. The Council's 'flexible' approach to developer contributions is referred to and reference is made to the fact that the AAP should provide further details and clarity on how this flexible approach needs to be applied in the AAP area. The HA would welcome further details on how the infrastructure requirements will be funded being included in the AAP, including whether this will be governed by a CIL charging regime. 67 Highways The HA note that the Council has considered extending the boundary of the AAP to include The evidence base supporting the AAP is considered to 2 Agency significant sites which currently lie outside the boundary and that it has taken the decision not to be proportionate and adequate for the scale of growth extend the boundary to this extent. Sites such as i54 which adjoin the AAP and Wolverhampton identified. City Council administrative boundary will have an impact on the AAP corridor and it is welcomed that the AAP acknowledges this fact. However the HA is concerned that the transport evidence base for the AAP does not appear to take into account committed development at i54 in the 2026 background traffic flows. It is recommended that the plan be amended to ensure that trip data for i54 is taken in to account as this has the potential to have an impact on the M54 junction. 68 Highways The promotion of the plan to guide development in the A449 corridor is welcomed. The vision for Comment noted. 3 Agency the area to become one of the premier high quality employment locations in the Black Country 20
ID Respondent Respondent Comments Response Q with sustainable transport patterns is supported. 69 Highways It is welcomed that the AAP sets out a Transport Strategy for the Corridor and identifies The evidence base for transport implications is 7 Agency measures which will be included in the policy as it progresses to preferred policy stage. Better considered to be proportionate to what the AAP is Highway Management which include measures such as parking provision and enforcement and seeking to achieve. The HA as a statutory consultee will traffic management are welcomed. The HA welcomes the generic approach to greater use of be consulted on development proposals affecting the public transport but will expect to be consulted on any proposals to reallocate road space as this SRN. could have implications for M6 junction 2.
The HA considers that whilst Park and Ride facilities will have the potential to aid the operation of SRN it will require that any proposals will need to consider their localised impact on the SNR. Further measures that should be taken: A detailed analysis of trip generation, distribution and assignment is required in order to understand the AAP development impact on the Stafford Road and M54 Junction 2. A 2026 base plus committed plus AAP development assessment is required to be undertaken in order to assess the impact of the AAP on the SRN and M6 Junction 2. It should be noted that any development impact on the SRN may require mitigation subject to the conduct of detailed traffic assessments.
Currently the Transport Strategy and Evidence Base report only includes data for the AM peak period. Given the tidal flow nature of the Stafford Road corridor, it is considered that the PM peak assessments should also be included. Further detail is required regarding the "Vine Island" A449 Wobaston Road Roundabout. There is a concern that congestion at this junction will result in queues on the A449 southbound carriageway, potentially impacting M54 junction 2. The major infrastructure improvements have not been assessed in detail. These are expected to have significant impacts on trip patterns in the area and could attract more trips to M54 junction 2. 70 Highways Improvement suggestions: Develop High Volume Public Transport Routes - to include The HA will be consulted on the detail of proposals. 8 Agency investigating, with Centro, the feasibility of Bus Rapid Transit/Enhanced Bus Corridor between The AAP will reflect the latest position regarding i54 and the City Centre. Park and Ride Facilities - to review existing provision and investigate schemes that have commenced/completed and opportunities for new strategic Park and Ride Facilities in the corridor to serve new development schemes will be tracked through the AAP Delivery Plan. and support investment opportunities. Improving Rail Links - improve the rail service on the Shrewsbury Line in terms of speed and new stations as opportunitie arise. Smarter Choices and Accessibility Planning: Measures to include Smarter Choices, Cycling and Walking Network 21
ID Respondent Respondent Comments Response Q Improvements and Addressing Accessibility Gaps. These measures are welcomed in principle. The HA would need to be consulted to ensure any potential implication on the SRN are taken into account. The AAP should also set out mode shift targets, reducing the number of single occupancy trips. Improving Road Safety: Measures to include Road Safety Schemes, Targeted Local Safety Improvements. These measures are welcomed in principle and will require more detailed consideration in due course. Adding Capacity to the Network: The report states that there is a major junction improvement for Vine Island to cater for traffic growth and also to serve the i54 development. The timeframe for this scheme is stated as short and medium term. However these works have already commenced on site and the plan should be amended to reflect this. 71 Homes and Housing growth is inextricably linked to economic growth and considering the potential for the The AAP has identified deliverable sites, however a 13 Communities economic growth in the city, demands for both affordable housing and market sale housing is flexible approach is needed to support further Agency likely to increase further. opportunities which may come forward in the future. 72 Homes and It would follow that a high level of intervention may be required to help meet Wolverhampton's Whilst the more deliverable sites have been identified 15 Communities requirement for housing across the city. in the Plan, further work will be needed to bring these Agency sites forward. The Council will have a role to play in this to address issues on these sites in appropriate ways and delivery of sites will be monitored through he Delivery Plan. 73 Homes and Although AAP has identified enough employment development sites to meet the requirements A flexible approach is needed and has been included in 3 Communities of the Core Strategy there will be a need for flexibility within the AAP so the area can take the AAP. This takes into account the need to provide for Agency advantage of its unique geographical position. employment development as well as providing new homes. 74 Homes and Development in the AAP area is supported by the HCA Comment noted. 48 Communities Agency 75 Les Stephan Support the Council's proposals within the report for allocation of the land for residential Comment noted 13 Planning LTD purposes. Allocation is also in line with clients aspirations for future development on the site. 76 London and Support plan identifying employment land and development opportunities but should avoid The AAP continues the approach of the BCCS on 3 Cambridge policy approaches that are too restrictive, for example, by seeking to restrict the type of appropriate uses within employment sites. Properties employment use appropriate in certain areas. 22
ID Respondent Respondent Comments Response Q (Turley Associates) 77 London and LCP are unclear what designating the Dunstall Hill Trading Estate Cutting as a Nature The designation is to reflect the sites geological value, 30 Cambridge Conservation Designation means in practice and would welcome further information on the and the survey contains some management Properties matter. recommendations. The AAP is primarily concerned with (Turley making sure valued geological habitats are protected Associates) through the planning system as identified in the NPPF and Core Strategy policy ENV1. 78 London and Agree that the AAP should not introduce local targets on renewable and low carbon energy. AAP The AAP does not require targets to be met that are 32 Cambridge should only require that national standards are met in accordance with para 95 of the NPPF higher than national targets. It does however Properties encourage development to achieve beyond these (Turley targets where viable and feasible to do so. Associates) 79 London and LCP support the designation of the Dunstall Hill Trading Estate as an Employment Investment Comment noted. 40 Cambridge Area which will support LCP's continuing investment in this employment estate. Properties (Turley Associates) 80 London and Do no object to waste management facilities in employment areas but state the AAP should BCCS policy WM4 contains criteria for waste 6 Cambridge ensure that any such developments do not adversely impact the attractiveness and viability of management facilities and addresses amenity issues. Properties existing and proposed employment sites. The AAP does not propose to amend this policy. (Turley Associates) 81 London and Support the proposed identification of a number of transport infrastructure improvements which Comment noted 7 Cambridge will assist in strengthening the area as an employment location. Properties (Turley Associates) 82 Low Hill & Suggest looking at grant opportunities for contaminated land. Comment noted. The delivery plan will identify any 46 Scotlands known viability issues and where additional funding LNP Board may be required. 23
ID Respondent Respondent Comments Response Q 83 Low Hill & Access routes for Oxley Primary School are an issue. Comment noted. 47 Scotlands LNP Board 84 Low Hill & Suggest investigate the need for highway improvements to Showell Rd / Bushbury Ln junction if As part of any development at Showell Road/Bushbury 8 Scotlands development is going to happen there. Lane, the impact on the junction will be assessed as LNP Board part of any planning application and improvements undertaken if required. 85 Low Hill & The Paget Arms and the Waggon and Horses sites should be identified as priorities for Through identification within the AAP, the Paget Arms 42 Soctlands development, and to be brought forward quickly. site has an implied priority and is identified for LNP Board development by 2016. The Delivery Plan will assess all sites and monitor their delivery. The Waggon and Horses has an existing planning permission to redevelop the site that has commenced. 86 Low Hill and Can the grass verge on Wobaston Road be used to add capacity to the network – possibly as a The AAP sets the overall framework for transport 8 Scotlands resident’s only lane, and then have a separate HGV lane. improvements. As improvements are brought forward, LNP AGM the community will have an opportunity to make comments on proposals. 87 Low Hill and Support the need to provide job opportunities Comment noted. 3 Scotlands LNP Board 88 Low Hill and Fowlers Playing Fields proposals for some development – can see some merit in this, but it The community will be involved in any decisions over 42 Scotlands should be for local residents to the area to decide. The types of home that could be put there will improvements to Fowlers Playing Fields. The option for LNP Board make a difference, e.g. bungalows probably wouldn’t help address, family homes probably would housing has not been continued in the AAP. help. Need to be sure of decision, as potentially it may not make a difference. 89 Mika Uk Ltd Mika UK Ltd own the building (since 2008) – it is currently vacant but applying for a license to Comment noted. 36 use the premises to distribute medical supplies. Offices will be based on site, and possibly a pharmacy. If the site to the north went for housing, then his premises would not be a bad neighbour to it 90 National It seems that the existence of the Low Hill Gypsy site has been virtually ignored in the APP, as The reasons for not addressing the need of Travellers in 42 Federation indeed have the wider interests of the Gypsy and Traveller community. the AAP is set out in Appendix C of the Options Report. of Gypsy Since the Options Report was published, planning 24
ID Respondent Respondent Comments Response Q Liaison permission for 12 pitches at Bushbury Reservoir has Groups been granted. 91 National Clearly the over large concentration of Gypsy provision on a single site does nothing to promote The reasons for not addressing the need of Travellers in 43 Federation integration with the settled community. There are self-evident environmental concerns relating the AAP is set out in Appendix C. Since the Options of Gypsy to the appearance and organisation of the existing site. As a Council owned facility, the Council Report was published, planning permission for 12 Liaison clearly has a major responsibility for the Low Hill site, which makes it all the more difficult to pitches at Bushbury Reservoir has been granted. Groups understand why the plan fails to acknowledge or address the opportunities and shortcomings of this site or the wider issue of Traveller site provision in the locality. 92 Natural In the options and Preferred Approach we support the reasons given for an approach which Comment noted 27 England adopts a specific EI policy particularly to help the area to mitigate and adapt to the effects of climate change and to update the framework of nature conservation and open space designations. 93 Natural Natural England is generally supportive over the approach taken in this section. However, whilst The AAP is consistent with the Black Country guidance 27 England we appreciate that the term Environmental Infrastructure (EI) is used in the Black Country and ensures that the non-Green Infrastructure guidance, we would suggest the term Green Infrastructure is used or referred to in order to elements of the canal / rivers and historic environment distinguish it from the wider term of EI. Green Infrastructure is now defined in the NPPF as “A are also clearly referenced in the Plan. network of multi functional green space, urban and rural, which is capable of delivering a wide range of environmental and quality of life benefits for local communities.” 94 Natural Natural England supports all the potential objectives that the EI policy could include as they will Comment noted 28 England all contribute to achieving sustainable development and increase biodiversity. We are particularly pleased to see included the objective to identify and enhance the ecological network which will contribute to the Birmingham and Black Country Nature Improvement Area. 95 Natural In the first sentence of this section it says that the AAP proposals and policies must not cause References to ‘SAC’ to be replaced with ‘European Sites’ 31 England harm to any European Special Area of Conservation (SAC). It would be better to change this to should be to European Sites. “European Sites” as this would also include Special Protection Areas (SPAs). Together SPAs and SACs make up the Natural 2000 network. As you are aware, Natural England is currently engaged in detailed work with Footprint Ecology and the LPAs that are within the Cannock Chase SAC “Zone of Influence”, including yourselves. This ongoing work intends to inform a collective understanding of the effects of current and future visitor/ recreational pressure on the SAC and the mitigation which is required to ensure future growth does not result in adverse effects upon integrity. Natural England is currently reviewing the latest reports by Footprint Ecology, and until 25
ID Respondent Respondent Comments Response Q we have formulated our views on this we cannot comment further on the effectiveness of this policy. However, we would be happy to discuss and /or agree policy wording in advance of future consultation, should the LPA wish. 96 Natural Natural England generally supports the preferred Option 3 as we recognise that maintaining The AAP makes reference to BCCS Policy ENV 7 which 32 England reliable and affordable energy is essential to our modern lifestyle and we consider that this includes the need to avoid significant harm to the option takes a positive approach to its provision. We would wish to ensure however that where natural, historic or built environment. the option refers to “appropriate location” that this includes consideration of the impact of energy infrastructure on landscape and biodiversity including cumulative impacts. 97 Natural In the Junction 2 development we note that protection and investment in open spaces, nature Comment noted 34 England conservation assets and local character/ townscape features is proposed which we broadly welcome. 98 Natural We welcome the protection and investment in a new neighbourhood park in the Goodyear and Comment noted 38 England Fordhouse Road development as it will link to the biodiversity networks and green infrastructure in the area. 99 Natural We note that the proposed development of the Wolverhampton Science Park and Dunstall and Comment noted 40 England Wulfrun Trading estates involves the designation of new nature conservation sites and the extension of existing sites which will support local and sub-regional biodiversity networks. 100 Natural We also support the proposed improvements to the existing open space as part of the Fowlers Comment noted 42 England Fields, Park Village and Fallings Park development. 101 Natural Natural England is generally supportive of the vision and considers that it incorporates many of Comment noted 48 England our interests including enhancements to public transport and the walking and cycling networks, and strong investment in environmental infrastructure by providing renewable energy, open spaces and wildlife habitats. 102 Network Rail As Network Rail is a publicly funded organisation with a regulated remit it would not be It will be for the planning application stage for any 46 reasonable to require Network Rail to fund rail improvements necessitated by commercial developments brought forward, to establish whether a development. It is therefore appropriate to require developer contributions or CIL contributions contribution would meet the statutory tests for to fund such railway improvements; it would also be appropriate to require contributions planning contributions. towards rail infrastructure where they are directly required as a result of the proposed development and where the acceptability of the development depends on access to the rail network. 103 Network Rail The Stafford Road Corridor Area Action Plan – Options Report Consultation and the A specific policy to address what is a statutory 48 26
ID Respondent Respondent Comments Response Q Wolverhampton Locks Conservation Area Appraisal is being developed to ensure that new requirement is not considered to be necessary. homes, jobs and services are developed, yet the Stafford Road Corridor Area Action Plan – Options Report Consultation and the Wolverhampton Locks Conservation Area Appraisal does not mention the potential impact upon these level crossings by developments (e.g. new dwellings or businesses) as a result of the Stafford Road Corridor Area Action Plan – Options Report Consultation and the Wolverhampton Locks Conservation Area Appraisal.
Councils are urged to take the view that level crossings can be impacted in a variety of ways by planning proposals: •By a proposal being directly next to a level crossing •By the cumulative effect of developments added over time •By the type of level crossing involved e.g. where pedestrians only are allowed to use the level crossing, but a proposal involves allowing cyclists to use the route •By the construction of large developments (commercial and residential) where road access to and from the site includes a level crossing or the level / type of use of a level crossing increases as a result of diverted traffic or of a new highway •By developments that might impede pedestrians ability to hear approaching trains at a level crossing, e.g. new airports or new runways / highways / roads •By proposals that may interfere with pedestrian and vehicle users’ ability to see level crossing warning signs •By any developments for schools, colleges or nurseries where minors in numbers may be using the level crossing
As a result of increased patronage over crossings, Network Rail could be forced to reduce train line speed in direct correlation to the increase in vehicular and pedestrian traffic using a crossing. This would have severe consequences for the timetabling of trains and would also effectively frustrate any future train service improvements. In addition, safety issues can arise as increased numbers of pedestrians and vehicles use the crossings.
By integrating the Network Rail level crossing policy into the Stafford Road Corridor Area Action Plan – Options Report Consultation and the Wolverhampton Locks Conservation Area Appraisal – 27
ID Respondent Respondent Comments Response Q the areas of concern for the council (safety and security of the transport network, safety for all road users, safer routes to school) can be addressed where a future development may include within its boundary a level crossing or impact upon a level crossing outside its red line boundary, and this in turn may affect the areas of concern leading to a potential reduction in the safety of road users, or increasing the risk of children walking to school over a level crossing (e.g. should a residential proposal include building increased numbers of dwellings on one side of a level crossing whilst the schools are on the other side).
In this regard, we request that the potential impacts from development effecting Network Rail’s level crossings are specifically addressed through the Stafford Road Corridor Area Action Plan – Options Report Consultation and the Wolverhampton Locks Conservation Area Appraisal. There have been instances whereby Network Rail has not been consulted as a statutory undertaker where a proposal has impacted on a level crossing.
As such, we strongly believe that the importance of Level Crossing safety warrants a specific Policy included in the Stafford Road Corridor Area Action Plan – Options Report Consultation and the Wolverhampton Locks Conservation Area Appraisal which will help to elevate the importance of Level Crossings within the development management and planning process. We request that the policy confirms that:
1.The Stafford Council have a statutory responsibility under planning legislation (Schedule 5 (f)(ii) of the Town & Country Planning (Development Management Procedure) Order, 2010) to consult the statutory rail undertaker where a proposal for development is likely to result in a material increase in the volume or a material change in the character of traffic using a level crossing over a railway;
2.As a first principle, Network Rail would seek to close Level Crossings where possible.
3.Any planning application which may increase the level of pedestrian and/or vehicular usage at a level crossing should be supported by a full Transport Assessment assessing impact and mitigation measures including assessment of closure; and 28
ID Respondent Respondent Comments Response Q
The developer is required to fund any qualitative improvements required to the level crossing identified as a direct result of the development proposed. 104 Network Rail The National Planning Policy Framework states that councils should, “work with…transport It will be for the planning application stage for any 7 providers to develop strategies for the provision of viable infrastructure necessary to support developments brought forward, to establish whether a sustainable development…or transport investment necessary to support strategies for the contribution would meet the statutory tests for growth of …other major generators of travel demand in their areas.” Also, “encouragement planning contributions. should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion. In preparing Local Plan, local planning authorities should therefore support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport.”
The likely impact and level of improvements required will be specific to each station and each development meaning standard charges and formulae may not be appropriate. Therefore in order to fully assess the potential impacts, and the level of developer contribution required, it is essential that where a Transport Assessment is submitted in support of a planning application that this quantifies in detail the likely impacts on the rail network.
To ensure that developer contributions can deliver appropriate improvements to the rail network we would recommend that the Stafford Road Corridor Area Action Plan – Options Report Consultation and the Wolverhampton Locks Conservation Area Appraisal include provisions for rail. The policy should include the following:
A requirement for developer contributions to deliver improvements to the rail network, including any development that occurs as a consequence of the Stafford Road Corridor Area Action Plan – Options Report Consultation and the Wolverhampton Locks Conservation Area Appraisal. •A requirement for Transport Assessments to take cognisance of impacts to existing rail infrastructure to allow any necessary developer contributions towards rail to be calculated. •A commitment to consult Network Rail where development may impact on the rail network and may require rail infrastructure improvements. In order to be reasonable these improvements would be restricted to a local level and would be necessary to make the development 29
ID Respondent Respondent Comments Response Q acceptable. We would not seek contributions towards major enhancement projects which are already programmed as part of Network Rail’s remit.
Improvements to rail transport contribute to the public good and railway developments should not be expected to support other public projects. Our infrastructure projects and station developments and improvements support regeneration, increase the attractiveness of settlements and benefit communities. 105 Network Rail Where growth areas or significant housing allocations are identified close to existing rail Comment noted 8 infrastructure it is essential that the potential impacts of this are assessed. Many stations and routes are already operating close to capacity and a significant increase in patronage may create the need for upgrades to the existing infrastructure including improved signalling, passing loops, car parking, improved access arrangements or platform extensions. 106 Noble-Hives We strongly request the future reclassification of the Hives Industrial Site in the HPl proposal be The Hives Industrial Site is no longer proposed for 48 Properties postponed for now. Issues must be resolved prior to submitting any planning application on the housing within the plan and is designated as Ltd land, and it will be important that all parties in the allocation are aware of their individual land employment land. The AAP allows for the loss of local value from the start. Land that is to be used for the open space provision might not have the quality employment land for housing if strict criteria are same value as actual housing land. Likewise the value of land that needs to be heavily met and the site could be brought forward at a later remediated might be significantly reduced. Not resolving the relative value of each area of the date if feasible. allocation prior to agreeing a price with a developer will lead to more serious problems later. Wolverhampton Council has undertaken a Geo-Environmental Desk Study for the HP allocation and LQEA to the south of Bee Lane. In the report they identify the overall cost of remediation both sites with regards to geo-technical remediation and contamination remediation and set the sum at £2,011,250.- It must be noted that the council has only undertaken a desk top study and this cost relates to both HPlland and the Usam Trading Estate to the south of Bee Lane. Can the Council advise as to the proportion of the remediation cost is applicable tothe whole site included in HPl?
107 Noble-Hives The AAP calls for 46 houses on the allocation that includes NHP land and 3 other sites on The Hives Industrial Site is no longer proposed for 13 Properties the adjacent land. The AAP requires affordable housing on the site as well as open space housing within the plan and is designated as Ltd provision. employment land. 30
ID Respondent Respondent Comments Response Q The AAP will also likely require off site contributions for Public Art, the local Focal Point and possibly Renewable Energy provision. The AAP proposes a flexible approach to developer contributions and the impact on viability would be Can we reduce or remove the above provisions if we can demonstrate financial viability considered as part of this flexible approach. problems. One such raised by the LPA is the possible remediation cost for the development (see below). What will the housing mix be and where will it be located? What will the affordable requirement be and where will it and the Public Open Space be located? What are the off site financial contributions likely to be? What are the remediation costs in developing the land? 108 OVRA High quality design and public realm enhancements – the public should be consulted as detailed The public are consulted on planning applications and 20 development proposals come forward developers are encouraged to engage with local communities before plans are submitted. Where detailed development briefs are prepared for larger sites, these will be produced with the involvement of the local community. 109 OVRA Bee Lane – parking is an issue, as is use of open space by motorbikes (although this was being The AAP provides the policy framework for highway 36 addressed) improvements. It is outside of the remit of the AAP to address the inappropriate use of open space unless site security is an issue. 110 OVRA Three Tuns Lane / Stafford Road / Marsh Lane Island – accidents are an issue and need to be The AAP provides the policy framework for highway 7 addressed. Don’t mind traffic lights being installed on this island, combined with enhanced improvements and identifies the locations for the pedestrian facilities. Softer measures, such as keep clear signs, wont work. required junction improvements. 111 OVRA Public Transport – options for a railway station should be explored (potentially this could be There are no suitable sites for a railway station but 7 outside of the plan area), as well as other enhancements to public transport. options may exist outside the plan area. 112 OVRA The junction of Elston Hall Lane/Three Tuns Lane should be identified for improvements e.g. The AAP provides a framework for general 8 Pedestrian facilities should be enhanced as it is confusing. The changes to Vine Island / Bee Lane improvements. It is not considered necessary to could make this worse. specifically identify Elston Hall Lane/Three Tuns Lane. 113 OVRA Three Tuns Centre – Marsh Lane Parade parking is an issue, can better use be made of the land All options for addressing parking issues will be 9 to the rear of the shops? Feel should restrict takeaways due to social and health impacts, tattoo considered either as part of general highway 31
ID Respondent Respondent Comments Response Q parlours are also a concern – want a better mix of retail shops in the centre. improvements or should development proposals come forward.
The AAP contains a policy to restrict the overall proportion of hot food takeaways within the centre whilst making an allowance to maintain active frontages where units have been vacant. 114 Oxley and Comments on the Plan at this stage were limited to the issue surrounding education provision in There are no proposals for additional education 48 Bushbury the area to account for an increasing population and new development. They would like further facilities within the AAP boundary. Core Strategy policy North and information to say how this will be met, particularly if this means expanding existing primary HOU5 provides a suitable policy framework for Low Hill and school sites and the associated problems this may cause (e.g. traffic). providing education facilities where required. Where Scotlands existing sites are extended, traffic implications are LNP Chairs considered through the planning application process. 115 Oxley and Concern at waste uses going on Fordhouses Employment Area The council is not aware of any reason to rule out waste 6/3 Bushbury uses on any employment area (subject to the type of 6 North LNP use as set out in BCCS Policy WM4 'Locational AGM Considerations for New Waste Management Facilities'. WM4 also requires proposals to minimise their impact. 116 Oxley and Car parking – struggle to park in Centre, the Wing Wah car park has restricted parking and traffic The AAP has identified the Three Tuns Centre as an area 10 Bushbury on Marsh Lane makes this difficult to access along with flooding issues on car park, parking by for improvements and the need to address parking as North LNP banks on Three Tuns Parade is tight and is always busy (probably due to people having part of any development within the centre. Board appointments in the banks). 117 Oxley and Three Tuns Centre – consider knocking down Marsh Lane parade and replacing with new shops. There is no evidence that significant redevelopment of 11 Bushbury Support restricting the number of takeways in the Centre. Look to bring residential flats above Marsh Lane Parade is likely to be delivered within the North LNP shops back into use/improve standards e.g. Marsh Lane Parade. Parts of the Centre don’t appear plan period, however the AAP offer flexibility and Board designed for modern day purposes support for significant redevelopment should the opportunity arise. 118 Oxley and It is important to retain sports facilities and open spaces – there is a lack of them in the local Comment noted. 23 Bushbury area. Land to the north of the Woodbine Inn – needs development something doing to it to North LNP improve it. Board 32
ID Respondent Respondent Comments Response Q 119 Oxley and The Plan should be clearer about how the need for further school places will be addressed in the There are no proposals for additional education 48 Bushbury local area. Increasing capacity on existing sites can cause problems (e.g. traffic) facilities within the AAP boundary. Core Strategy policy North LNP HOU5 provides a suitable policy framework for Board providing education facilities where required. Where existing sites are extended, traffic implications are considered through the planning application process. 120 Oxley and They do not feel that the Green Power site is suitable for a waste facility as the chimney will have The council is not aware of any reason to rule out waste 6/3 Bushbury a detrimental visual impact, will create smells, and there are residential properties very close to uses on any employment area (subject to the type of 2 North LNP the proposal. use as set out in BCCS Policy WM4 'Locational Board Considerations for New Waste Management Facilities'. WM4 also requires proposals to minimise their impact. 121 Oxley and Agree that junctions do need improving, but there is a need to be careful of creating ‘rat runs’. The AAP sets the framework for transport 8 Bushbury Would prefer for there to be more details in the Plan on transport schemes improvements. The detail for what form some of these North LNP will take is still unknown. The AAP Delivery Plan will be Board updated as schemes develop and proposals will be developed with the community engaged in the process. 122 Park Village What will happen to businesses that are affected by regeneration proposals? If they close / The AAP must seek a balance between providing local 3 Private relocate there will be negative impacts in the local community – people may choose not to work employment opportunities and new homes. Some Sector if there are no local jobs available, or if it costs more to get to work. Why do businesses need to employment sites will be suitable for housing proposals Tasking be moved? Suggest the Plan should only suggest the redevelopment of commercial sites where and improving other employment sites will make the Group there is a clear commercial reason to do so. area more attractive to businesses. 123 Park Village The former Waggon and Horses and Paget Arms sites should be prioritised for development; The Paget Arms site is identified for housing within the 42 Private even if this means having flexible planning policies / obligations to make sure they are delivered. AAP and for development pre 2016. Developer Sector We don’t want any more eyesores. contributions are sought in order to make Tasking developments acceptable in planning terms but the Group impact on viability is also taken into account and the AAP clarifies the Council’s flexible approach to contributions. The Waggon and Horses site has a planning permission that is currently under construction. 124 Park Village Fowlers Playing Field – We do not want any development on this open space – it is well used by The option for development at Fowlers Park has not 42 33
ID Respondent Respondent Comments Response Q Private the local community and there is plenty of other land available for development elsewhere. Are been carried forward in the AAP. Sector there issues of drainage as well on the site? There are issues of management and improvements Tasking that the open space needs and we would welcome talking to the Council more about this. The BCCS, UDP and AAP seek well designed Group development that enhances the character of the Individual Residents comments about development on Bluebird Trading Estate surrounding area. •Any development needs to be designed well if development is needed. •Development should be 2 storey to match the rest of the street. •Can the adjacent Community Centre be improved? 125 Pendeford Should provide more specialised housing, e.g. Council homes, bungalows (e.g. for the elderly to The BCCS provides a suitable framework for delivering 13 Action move to accommodation which may meet their needs better and to allow their homes to and appropriate mix of housing within the AAP Liaison become available for sale), adapted homes for the disabled (adapted Council homes are sold off boundary. Scheme and not always replaced, and this is a city wide issue). (PALS) 126 Pendeford There are parking issues around Pendeford Business Park – how can the plan help address this? The AAP sets the framework for parking provision and 35 Action enforcement. Individual proposals will be developed Liaison with the involvement of the community. Scheme (PALS) 127 Pendeford •Corner of Patshull Avenue / Wobaston Road needs transport improvements, e.g. traffic lights, The AAP identifies the key locations for investment in 8 Action but an island wont work junction improvements as well as other measures to Liaison •Bee Lane / Primrose Avenue may need junction improvements if adjacent site it is to be ease congestion such as improving public transport and Scheme developed, and what impact will this have to Vine Island better highway management. (PALS) •The Droveway is likely to be impacted on by i54 traffic - accidents and speeding – what improvements will there be? The AAP cannot address speeding directly, however the •Wobaston Road is likely to be impacted on by i54 traffic – particularly speeding – what Council can investigate the need for traffic calming improvements will there be? measures in appropriate locations. •Marsh Lane and Oxley Moor Road junctions with Stafford Road need to be prioritised for improvements. The AAP supports the implementation of a high volume •Issues around the bus service serving Pendeford to Three Tuns – this could be a way to address public transport route and all options for creating this some of the parking issues in the Centre (which they agreed do exist). Need to talk to Centro will be considered. about this as it needs to meet needs of the public. 34
ID Respondent Respondent Comments Response Q •Should investigate providing the Metro up the Stafford road as part of improved public transport linking to i54. 128 Pendeford Three Tuns Centre – agree Centre needs investment - make sure you talk to landlords about The AAP seeks to encourage investment in the centre. 9 Action investment and improve residential accommodation above shops. Liaison Scheme (PALS) 129 Pendeford Fowlers Playing Field – agree security is a concern on the site. Facilities on the site need to be Comment noted. 42 Liaison maintained. Action Scheme (PALS) 130 Pendeford Need to show how education provision will be met as a result of new residential development There are no proposals for additional education 48 Liaison facilities within the AAP boundary. Core Strategy policy Action HOU5 provides a suitable policy framework for Scheme providing education facilities where required. (PALS) 131 Public Within the Goodyear & Fordhouses Road character area, 1. Providing a railway station in this area is not 39 1. 10 platform Railway station and new track layout into Fordhouse Road. considered the best location to address congestion in 2. New shopping centre and flats (1-3 bedroom). Wolverhampton. 3. Internet datacentre for Wolverhampton North-East area. 4. Entertainment use and multi-use option for retail. 2, 3, 4, 5. This area is not considered appropriate for 5. Extra 2 platforms for Midland Metro Tram. (see plan in written response for location Town Centre Uses (retail, entertainment, shops, suggestions) internet centre) as it is not in a Centre, and there are already local facilities nearby.
5. As the area is not currently linked to the Metro, it is not considered the best location to provide new Tram Platforms. High volume public transport routes will be explored for the area. 132 Royal Mail Royal Mail support the general principle of the redevelopment within the area, particularly the Comment noted. 3 35
ID Respondent Respondent Comments Response Q (BNP Paribas enhancement works proposed for Dunstall Hill Industrial Estate. Real Estate) 133 Royal Mail Royal Mail would seek assurances to ensure that any new development in the immediate vicinity The area is identified for employment development and 47 (BNP Paribas of the delivery office is designed in a way so that not to adversely affect the continued viability of noise sensitive receptors are less likely. Real Estate) their operation (such as introducing noise sensitive uses into the area). 134 Royal Mail Support highway improvements and proposed enhancement works of the Stafford Road The Council as Highway Authority would consult 7 (BNP Paribas Gorsebrook Road Island, but would seek reassurances that the highway works would not impact affected land interests in the area in advance of any Real Estate) upon Royal Mail delivery offices (reassurances listed in the letter). works. 135 Severn Trent We are in consultation with Staffordshire County Council with regards to the i54 development. Comment noted. 3 Water Ltd We welcome the opportunity to consult with you on this AAP in the future, as the plans for the sites are developed and a preferred development option emerges. 136 Severn Trent As a business, Severn Trent Water is specifically funded to discharge its legal obligations through Comment noted. 46 Water Ltd our charging mechanism, overseen by Ofwat. As Severn Trent Water is directly funded to provide additional sewerage and sewage treatment capacity to cater for new domestic development, the Company is unable to accept individual developer contributions for providing additional capacity. Severn Trent Water also has a legal duty to comply with its sewage treatment works discharge consents, issued by the Environment Agency under the Water Resources Act 1991 (as amended by the Environment Act 1995).
Whilst capacity improvements will be funded by Severn Trent Water we have a duty to minimise the impact on our customers’ bills. We do not want to delay new development, but we also need to avoid potential abortive expenditure. Once developments have been granted planning permission, giving us certainty that development will go ahead and an indication of the likely connection locations and demand, we will commence our investment process to provide any additional capacity that is required. Through working with Local Authorities and developers, we aim to provide capacity within a reasonable timeframe. 137 Severn Trent Under the Water Industry Act (1991), developers have a right to connect foul and surface water Comment noted. 48 Water Ltd flows from new developments to public sewers. The Act places a general duty on sewerage undertakers, including Severn Trent Water, to provide the additional capacity that may be required to accommodate additional flows and loads arising from new domestic development. This relates to both sewerage infrastructure (including sewers and pumping stations) and sewage 36
ID Respondent Respondent Comments Response Q treatment works. In situations where there is insufficient capacity in the receiving sewerage network, the right to connect cannot be refused. Severn Trent Water can request that planning is reasonably delayed to allow sufficient time for capacity to be provided. 138 South Support the provision of extra housing in the Stafford Road Corridor and its contribution to Comment noted. 13 Staffordshire Urban Renaissance of the Black Country MUA. Council 139 South Support the identification of Pendeford Business Park, Wolverhampton Business Parkand Comment noted. 3 Staffordshire Fordhouses Employment Area as Employment/Business Areas. Strong support for Fordhouses Council Employment Areas as an area of investment in: aerospace, high-tech and high-end manufacturing industries. 140 South Believe Fordhouses Employmnet Area will complement businesses on i54 and help cement the References added to the AAP. 3 Staffordshire reputation of the area as a hub for high-end manufacturing and aerospace industries. AAP should Council make reference to the potential role of business located in the Fordhouses Employment Area to provide supply chain opportunities for businesses on i54. 141 South South Staffordshire Council request clarification that the Royal Ordnance Factory (ROF) The 118 ha are the two sites mentioned in the 3 Staffordshire Featherstone & i54 as the sites where the 118ha of 'high quality' employment land are response. High Quality Employment Land is defined in Council anticipated to come forward. High Quality Employment Land should be retained for uses B1/B2 the Black Country Core Strategy, and does include B8 exclusively, as detailed in the extant planning permissions for these sites, and not B8 use. uses as well as the other B class uses. It is noted that this definition of High Quality Employment Land may differ in South Staffordshire, and the extant planning permissions in place. 142 South In relation to Cannock Chase SAC and the ongoing study, if the study demonstrates that new The HRA has concluded that there would be no 31 Staffordshire green space improvements in Wolverhampton (Option 1) are sufficient to mitigate any harm to significant impacts arising from the AAP. Council the SAC, then this approach is supported. However if the study recommends additional measures, then these should be implemented in full. 143 South Wolverhampton should firstly explore accommodating waste management facilities within its At this stage we are unaware of any issues which mean 6 Staffordshire other corridors. Believe it would be inappropriate to look to accommodate them within we should rule out waste management uses in the Council Fordhouses Employment Area as it would conflict target sectors for the area. Support Option 2 Fordhouses Employment Area as issues of compatibility for which employment sites are suitable for waste management facilities. with high quality employment land are addressed in policies EMP2 and WM4 of the BCCS. Well designed waste management uses can complement employment 37
ID Respondent Respondent Comments Response Q areas and in some instances can be considered high technology. 144 South Support the Stafford Road Transport Strategy and the potential for a Bus Rapid Transit linking i54 Comment noted. Reference to train stations outside of 7 Staffordshire and Wolverhampton City Centre. Strong support for rail links along the Wolverhampton and the plan area have been removed from the AAP as the Council Shrewsbury line. But inappropriate to explore new station within South Staffordshire given AAP has no influence over these and it would not be location of Codsall and Bilbrook. appropriate to pre-empt neighbouring plans. 145 Sport The issue of the provision of facilities and land which provide opportunities for sport and Where there are specific proposals, these will be 1 England recreation is considered to be a key element of Direction of Change 4 – Creating Sustainable identified in the AAP. However, existing policies in the Communities. There a number of references to the potential to develop existing sites for UDP and BCCS are considered to provide a suitable alternative use to meet housing need but there is little direction on delivering improvements and policy framework for the delivery of improvements and new provision to meet sport and recreation needs of residents. This is vital in helping to achieve new sport and recreation provision. a more health and socially cohesive community. The Sports Investment Strategy is referenced as evidence but this piece of on going and organic work needs to be used to identify what is required and how it can be delivered. 146 Sport No. Playing fields and open space need to be protected in Wolverhampton and there is not a The option for development at Fowlers Park has not 14 England surplus. Unless Par 74 of the NPPF can be satisfied, losses must not be allowed. We encourage been carried forward in the AAP. that alternative sources of investment are explored and we would not support the enabling development proposed. 147 Sport Do not agree with any development of Fowlers Playing field The option for development at Fowlers Park has not 42 England been carried forward in the AAP.
148 Sport Under all the development opportunities and character areas, the sports investment strategy (inc Where necessary, the AAP will reflects the latest 48 England playing pitch strategy) should be carefully integrated with up to date leisure officer knowledge to evidence base. ensure the relevant issues are incorporated into the AAP. Sport England also happy to provide further views on this prior to final draft. 149 St Modwen Whilst the site has outline planning permission and reserved matters approval for approximately Noted. AAP updated to reflect higher capacity. 12 Developmen half of the development, the outline planning permission does not restrict the total number of ts & Planning dwellings (other than setting a maximum density of 50 dph). Given the density of development Prospects achieved on the first phases of the site’s development which is reflective of the current housing market, the site is likely to accommodate between 650 and 700 dwellings and potentially more. The timeframe phasing of delivery by 2021 is noted as indicative – this is a reasonable estimate 38
ID Respondent Respondent Comments Response Q but this delivery period could vary. The potential overall scale of housing delivery from the site should be more accurately reflected in the Policy. 150 St Modwen Reference is made to the Cannock Chase SAC and that the indication of the level of investment to Comment noted. No significant impacts have been 31 Developmen be “less significant”. Whilst the AAP is yet to fully assess the implications on the SAC, if the identified in the HRA. Therefore no additional ts & Planning Preferred Option is taken which seeks to mitigate impact by local alternative space provision, mitigation over and above existing open space Prospects then the implications for development will not be “less significant” but could be considerable if requirements are set out in the AAP. large parts of the potential development sites are to be set aside for mitigation areas. 151 St Modwen Similarly references to renewable energy requirements being “less significant” under estimates The AAP encourages developers to achieve higher than 32 Developmen the cost to construction of renewable energy requirements. These can (as the AAP national targets, but this is not mandatory, therefore ts & Planning acknowledges) render developments unviable if imposed without flexibility and therefore there the requirements are not significant. Prospects implications could be very significant. 152 St Modwen The sustainability appraisal of the Goodyear development is an inaccurate reflection of the The Sustainability Appraisal considers the overall 38 Developmen development and as committed development in any event, should be omitted. sustainability of the plan and development within the ts & Planning plan. It identifies that redevelopment of the site has Prospects Promise House South: The allocation is supported. The capacity of the site should be increased the potential to impact on biodiversity, greenhouse however and it should be acknowledged that the site is immediately available for development. gases an d traffic whilst acknowledging that the former This Site Reference refers to the Goodyear Clock Tower. Under the heading Further Information factory would have also had an impact. It also notes it refers to a Category 1 designation for the Clocktower. It is not clear as to what this designation that these impacts can be managed through the means for the Clocktower. The Historic Landscape Categorisation (HLC) which is referred to in development of the site. the AAP, does not in itself provide any further clarity as to the implications of such a Categorisation and the AAP should therefore be more precise. The reference to Category 1 The AAP will reflect the status of the Promise House designation for the Goodyear Clocktower should be made clear in the AAP policy. South Site.
A Character 1 designation is defined within the HLC as 'Buildings or sites of sufficient heritage value and appropriate size or scale to act as potential catalysts for schemes of regeneration and redevelopment to emerge around them. Could be expected to add character and to help maintain or create a sense of place in promoting proposals for regeneration and redevelopment in their locality'. 39
ID Respondent Respondent Comments Response Q
Greater clarity is provided in the AAP. 153 St Modwen In line with other sections of the AAP, reference is made here to the accompanying Sustainability The Sustainability Appraisal considers the overall 39 Developmen Appraisal in order to assess the implications for the Strategic Options which have been sustainability of the plan and development within the ts & Planning considered. plan. It identifies that redevelopment of the site has Prospects Some discussion is included about the Goodyear redevelopment, stating that it has potential to the potential to impact on biodiversity, greenhouse lead to effects on the biodiversity networks in the area; is likely to lead to inevitable increases in gases and traffic whilst acknowledging that the former greenhouse gas emissions and increased traffic flows. The relevance of such considerations are factory would have also had an impact. It also notes questioned given that this is a committed development which has planning permission. It is that these impacts can be managed through the unclear how these implications have influenced the Strategic Options. These are not appraisal development of the site. considerations which are relevant given that the development is committed. Although adverse impacts are identified, the site is a In any event we would dispute such appraisal conclusions, which fail to appropriately commitment and the appraisal has had no impact on counterbalance the fact that the Goodyear proposals by their very nature replaced a former tyre this aspect of the plan. manufacturing plant which itself, if retained, would have had significant impacts on greenhouse gas emissions, biodiversity and traffic. The Goodyear redevelopment has positively responded to these issues, including green space and biodiversity improvements, green travel initiatives and transport and traffic mitigation. The sustainability appraisal unfairly judges the development. 154 St Modwen The AAP suggests that a flexible approach to developer contributions will be adopted between Support noted. A flexible approach will allow the 46 Developmen necessary infrastructure and the financial costs associated with developing sites. This is impact of developer contributions on development ts & Planning important and supported. The key to Area Action Plans is a focus on implementation and viability to be fully considered. The Council’s position is Prospects delivery. This focus echoes the sustainable approach to development within the NPPF and its set out in the AAP. clear emphasis on economic development, delivery and boosting significantly the supply of development including housing. 155 St Modwen This policy includes proposals for the Goodyear Island describing these as Road Safety Additional detail has been added to the plan where 7 Developmen Improvements. It is unclear as to the nature of these proposals or the mechanism by which they known. ts & Planning will be delivered. The AAP should be more precise. Further clarity is required on the nature and Prospects delivery of these works 156 The Coal No Comments Noted 48 Authority 157 The Planning When submitting the regulation 19 documents to the Planning Inspectorate, please ensure that Noted 48 40
ID Respondent Respondent Comments Response Q Inspectorate you confirm the specific date on which you intend to submit your Local Plan for examination. The date is needed to reserve an Inspector at the appropriate time to examine your Local Plan when you submit under regulation 22. You should also ensure that a Programme Officer is in place upon submission, although we strongly recommend that they are in post by regulation 19 publication stage. 158 University of Yes Noted. 34 Wolverhamp ton 159 University of The term ‘High End Manufacturing’ should be referred to as ‘High Value Manufacturing’ The term 'high end manufacturing' is considered 1 Wolverhamp appropriate and is consistent with the terminology used ton previously. 160 University of Yes as this will enhance the appeal of Wolverhampton for inward investment both as a place to Comment noted. 18 Wolverhamp work and live ton 161 University of Yes provided the additional activity to Option 1 is guidance only and is not detrimental to the Comment noted. 19 Wolverhamp investment opportunity ton 162 University of The minor amendments proposed to the boundary are acceptable Comment noted. 2 Wolverhamp ton 163 University of Yes, in so far as the policy approach is beneficial to the holistic development and does not Comment noted. 20 Wolverhamp significantly affect the viability of a proposed development that in other respects is in accordance ton with the drivers of the AAP. 164 University of Yes, in so far as the policy approach is beneficial to the holistic development and does not Comment noted. 22 Wolverhamp significantly affect the viability of a proposed development that in other respects is in accordance ton with the drivers of the AAP 165 University of The intent of the EI policy approach does need to be specific and should include a range of Comment noted. The AAP is not prescriptive in the 27 Wolverhamp approaches that would be acceptable. Identifying the specific solution for a specific situation will specific solutions. ton inhibit innovative solutions being developed and therefore should be discouraged 166 University of The principle of identifying land use will help support inward investment to Wolverhampton. BCCS Policies seek to focus office development within 3 Wolverhamp For clarity we would like to see reference to new office space supporting high technology / value the city centre. Notwithstanding existing 41
ID Respondent Respondent Comments Response Q ton activities being acceptable at Wolverhampton Science Park and not being included in the general commitments, the location of offices in the WSP would statement on page 15 that “…the City Centre as the main location for offices”. be contrary to this policy. The AAP approach is in The logistics provision review is welcomed. accordance with the BCCS. 167 University of Policy detail needs to be sufficient to guide development, yet retain a level of flexibility to ensure The AAP offers certainty to encourage investment with 4 Wolverhamp that each opportunity can be maximised where it has sufficient strategic and economic benefits sufficient flexibility to respond to opportunities arising ton both in the short and long term. from individual proposals. 168 University of In general yes, but please note the following observations: A) 'High End Manufacturing' is consistent with the 40 Wolverhamp terms use previously. ton A) We believe the term ‘High End Manufacturing’ should read ‘High Value Manufacturing’ B) Employment Development Site is defined in the AAP. With WSP being identified as a HQEA there is no need B) With reference to the list of development sites on page 53: to amend the designation. Status of sites has been • we feel the WSP Stratosphere, WSP Mammoth Drive and WSP – Opportunity Site should all be updated in the AAP and indicative phasing updated referred to as ‘High Quality Employment Development Site’ and not ‘Employment Development C) Noted Site’. • we also query the longevity of the planning applications referenced against the first two of these sites in relation to the publication date of the final AAP. • current discussions with the Council regarding the development activity of these three sites at WSP would indicate that any Mammoth Drive site development would definitely be post, not pre, 2016. C) We wish to be kept informed of the survey results on the ponds at WSP 169 University of With reference to D12 (Bushbury Lane Island) consideration needs to be given to supporting Comment noted. 41 Wolverhamp alternative access to WSP from this island, especially if the WSP-Opportunity Site is developed. ton 170 University of Yes Noted. 44 Wolverhamp ton 171 University of Clustering high technology / value businesses at Wolverhampton Science Park may lead to the BCCS Policies seek to focus office development within 5 Wolverhamp requirement of some supporting activities that are classed as B1a use being co-located in the the city centre. Notwithstanding existing ton vicinity. As such future developments at Wolverhampton Science Park will need to allow an commitments, the location of offices in the WSP would element of B1a use that will support the larger B1b use and not be dependent upon the lack of be contrary to this policy. The AAP is in accordance City Centre capacity with the BCCS. However, an element of ancillary office 42
ID Respondent Respondent Comments Response Q space may be appropriate. 172 The Option 2 is supported subject to the clarification that this excludes High Quality Employment Comment noted. Some waste uses (as set out in BCCS 6 University of Development Sites. WM4) are considered acceptable within HQEA. Wolverhamp ton 173 University of Generally we agree with the measures, in particular the review of the effectiveness of bus lanes. A review of park and ride sites will consider new sites 7 Wolverhamp The review of Park and Ride facilities should be two-way, e.g. both the suitability of additional and the suitability of existing sites. ton site(s) and the alternative use of existing sites in accord with the general AAP policy direction. 174 Three Tuns Car parking is an issue, particularly at times when the Wing Wah’s is open during the lunch time. The AAP provides a framework for improvements to 10 Centre The quality of the car park is also a concern due to surface and drainage / flooding problems. The parking issues, whether this is through requiring Retailers car park is managed by the same company who own the majority of the shops. It puts people off improvements through new developments within the from using the shops. There is also a lack of disabled parking bays. centre or encouraging improved management. Suggestions to improve: • Provide more parking • Address drainage / surface issues • Existing parking areas and land to the rear of the shops. People suggested making a wider access to the rear using a landscaped piece of open space to provide more parking. Making it a general parking area (Town & Country Butchers do this already) although some felt it should be kept for deliveries and occupiers only as parking here already causes problems. Putting a gate on the access to keep it for deliveries and occupiers of the building (including the flats) Improving the management of the area as it has a very poor surface (damaged from use by HGVs, etc) 175 Three Tuns Agree some flexibility is needed, but it is good to have some ‘rules’ as well. The AAP sets limits on non-A1 retail units in the centre 11 Centre Its about having a good balance and we should encourage this. Some retailers felt it was ok at and limits on A5 uses. It also allows for exceptions Retailers the moment, others felt some specific uses are needed (such as a newsagent). where units have been vacant for six months or more in Retailers said it is difficult to predict business demand at the moment – difficult to judge when order to maintain active frontages. the busy times are – as its away from the road frontage, and the car parking does put people off. The AAP aims to promote the vitality of the local centres and should aim to support developments that address transport and access issues and visibility of units from the Stafford Road is identified as an issue to 43
ID Respondent Respondent Comments Response Q address should large scale redevelopment take place. 176 Three Tuns Agree that Three Tuns Island needs improvements due to congestion now and in the future. The location of the pedestrian crossing will be 7 Centre Suggest the location of the pedestrian crossings on Stafford Road and Three Tuns Lane should be considered as part of junction improvements. The Retailers reviewed as part of this as it was felt that the location adds to the delay experienced at the community will be involved in developing any roundabout. improvements. 177 Three Tuns Some felt there are too many takeways, others felt that there is probably the right amount. The AAP sets limits on non-A1 retail units in the centre 9 Centre These uses cause rubbish which is not always collected and attracts vermin which is a problem in and limits on A5 uses based on the existing mix within Retailers the area. No particular / significant issues associated with ASB. the centre. It also allows for exceptions where units The vacancies in the Parade have been like this for over 6 months – probably due to the high rent have been vacant for six months or more in order to and the owners / managing agent not being very approachable. maintain active frontages. Generally they felt the mix of uses in the parade is ok, but some uses should be encouraged, such as a Chemist. 178 West The Police Authority welcome the recognition in the AAP that ‘Incidence of crime and anti social Comment noted. 17 Midlands behaviour includes the fear of crime potentially affecting the popularity and level of confidence Authority in the area’ and the acceptance that potential proposals for delivery in the emerging Police (Tyler Implementation Plan should include ‘Action to deal with the poor public and private realm, and Parkes) crime, anti-social behaviour and fear of crime’ 179 West Policies should be formulated to ensure appropriate infrastructure provision and development Existing UDP policy D10 address safety and security and 20 Midlands design make a positive contribution towards community safety and security. the AAP includes references in terms of public realm Authority enhancements. Police (Tyler Parkes) 180 West The Police Authority advocate the idea of a section on 'Community Safety' which should be Existing UDP policy D10 address safety and security and 20 Midlands delivered through good quality design to develop a healthy, inclusive, safe and crime free the AAP includes references in terms of public realm Authority environment. enhancements.. Police (Tyler Parkes) 181 West The Police Authority believe it is vital that ensuring that appropriate measures are both funded Agree, and the role of the plan will be to ensure that 46 Midlands and put into place to ensure the maintenance of effective levels of crime prevention across the the design of new development and maintenance of the Authority AAP is also included. public realm contribute towards safe and secure Police (Tyler communities. The AAP will not specifically ask for 44
ID Respondent Respondent Comments Response Q Parkes) financial contributions towards the provision of services. 182 West The police object to the lack of reference in the AAP vision and in the more detailed proposals to Specific reference added to the vision. 48 Midlands the need to promote crime prevention and create a safe and secure environment which will Authority contribute significantly to the plans and objectives. Police (Tyler Parkes) 183 West The Police Authority believe that it is vital that there is timely and effective engagement of the The Council do not feel a policy is needed on this to 48 Midlands police and other emergency services to ensure effective delivery of infrastructure projects. Police reflect the partnership work between the Authority and Authority recommend a policy be introduced which would promote a formal partnership to require the the Police on planning matters. Police (Tyler council and the Police Authority to work together to jointly ensure public safety issues and Parkes) security measures are addressed and promoted. 184 Western Generally, Western Power Distribution would expect developers of a site to pay to divert less Comment noted. 46 Power strategic electricity circuits operating at 11,000 Volts (11kV) or below. This may include Distribution undergrounding some 11kV and low voltage overhead lines as necessary. & Turley Associates 185 Western WPD does not generally have any restriction on the type of development possible in proximity to Comments noted. The Council encourages developers 48 Power its strategic overhead lines but it would be sensible for planning guidance and layout of to engage with stakeholders early in the planning Distribution developments to take WPD's position into account and consider uses compatible with the process and through pre-application discussions. & Turley retention of strategic overhead lines, for example such as parking, estate roads, commercial uses Associates or open space, within their immediate proximity. In any case WPD should be consulted on detail at an early stage and WPD are always keen to discuss larger sites with the local authorities at an early stage, so that constraints can be taken into account and sites planned in the most effective way. Where WPD have substations on land being considered for development, WPD should be consulted on the detail of proposals in good time to ensure that the required access can be maintained and catered for and that other requirements for development in the vicinity of substations are taken into account. 186 Whitmore Suggest adding the Lady Wulfrun Memorial on Gorsebrook Road to the HLC policy area, and also Lady Wulfrun Memorial has been added. 18 Reans LNP identify it for some improvements (mainly maintenance, but some bricks need Board replacing/improving). 45
ID Respondent Respondent Comments Response Q 187 Whitmore Feel should make the Science Park more visible, e.g. better signage The entrance to the science park is identified as an area 48 Reans LNP for specific design consideration, this could include Board appropriate signage. 188 Whitmore Transport investment generally supported but further details are needed Support noted. In terms of further detail, where this 7 Reans LNP information is known, this isreflected in the plan, Board however, the form of some improvements are yet to be determined and there could be a range of solutions. Any solutions will be developed with the involvement of the community. 189 Whitmore Gorsebrook Road EIA – parking provision should be highlighted as a required improvement in this The AAP provides the overall framework for transport 8 Reans LNP area as cars / deliveries mainly park on the road due to a lack of space. This causes highway improvements including addressing parking issues. This Board safety issues as they park on/near a bend in the road. Wicked Pets does get busy. framework would allow for solutions to local parking problems to be brought forward. However it is not considered necessary to identify every location with these issues within the AAP. 190 Whitmore Supportive of improvements to Three Tuns Centre Comment noted. 9 Reans LNP Board 191 Whitmore Suggest adding the Lady Wulfrun Memorial on Gorsebrook Road to the HLC policy area, and also Lady Wulfrun Memorial has been added. 18 Reans LNP identify it for some improvements (mainly maintenance, but some bricks need Chair replacing/improving). 192 Whitmore Need to ensure we are doing what we can to promote new jobs for people from Wolverhampton Providing new jobs is a key aim of the AAP. Core 3 Reans LNP Strategy Policy EMP5 aims to improve the skills of the Chair local workforce to increase accessibility to jobs. 193 Whitmore Fowlers Playing Fields – need to make sure the open space is designed for all users. If Fowlers is The option of housing on Fowlers Playing Fields has not 42 Reans LNP identified for some development, then there will be a need for further consultation to look at the been carried forward into the AAP. Chair details of the proposal, and the necessary alternative provision if some will be lost to development (e.g. playing fields). 194 Whitmore Gorsebrook Road EIA – parking provision should be highlighted as a required improvement in this The AAP provides the overall framework for transport 8 Reans LNP area as cars / deliveries mainly park on the road due to a lack of space. This causes highway improvements including addressing parking issues. This Chair safety issues as they park on/near a bend in the road. framework would allow for solutions to local parking 46
ID Respondent Respondent Comments Response Q problems to be brought forward. However it is not considered necessary to identify every location with these issues within the AAP.
47
Conservation Area Character Appraisal
This document s the appraisal for the Wolverhampton Locks Conservation Area which the Council approved on 22nd May 2013
To find out more about appraisals for other conservation areas in the City see the Council’s web site at www.wolverhampton.gov.uk/conservationareas
Contents 1. Introduction x 2. Location and Setting x 3. History of the Birmingham Mainline Canal x 4. Character and Appearance of the Canal x Summary of special interest x Present character: activities and uses x Development of street pattern x Architectural and historic character x Building materials x Listed buildings x Locally listed heritage assets x Buildings of townscape merit x Focal points, views and vistas x Open spaces, green areas and trees x Public realm x Local identity x Archaeological potential x Introduction to character areas x o Area 1 Top Lock x o Area 2 Cannock Road to Oxley Viaduct x o Area 3 Oxley Viaduct to Aldersley Junction x 5. Issues x Positives x Negatives x Threats x 6. Management Proposals x Conservation Area review 2012 x Management of the Conservation Area x Guidelines for new development Cross Street Development Site x Management of other issues in the conservation area x 7. Implications of conservation area designation x
Bibliography and maps Sources of further information
1. Introduction The Wolverhampton Locks Conservation Area was designated by Wolverhampton Metropolitan Borough Council on 25th September, 1975. This was an extension to an earlier designation of 24th July 1975, which covered the northern section of the conservation area at Dunstall Locks. Further minor amendments to the boundary of the conservation area were made on 27th March 2007 and 22nd May 2013. This document defines and records the special architectural and historic interest of the Wolverhampton Locks Conservation Area and identifies opportunities for enhancement. The omission of a particular building, feature or space should not be taken to imply that it is of no interest. Conservation Areas are designated under the provisions of Section 69 of the Planning (Listed Buildings and Conservation Areas) Act 1990. A Conservation Area is defined as “an area of special architectural or historic interest the character or appearance of which it is desirable to preserve or enhance”. Section 71 of the same Act requires local planning authorities to formulate and publish proposals for the preservation and enhancement of any parts of their area which are Conservation Areas. Section 72 specifies that, in making a decision on an application for development in a Conservation Area, special attention shall be paid to the desirability of preserving or enhancing the character or appearance of that area. This appraisal satisfies the requirements of the legislation and provides a firm basis on which applications for development within and in the setting of the Wolverhampton Locks Conservation Area can be assessed.
PHOTO 1 The Wolverhampton Locks Conservation Area contains a wealth of canal and railways heritage.
2. Location and Setting The Wolverhampton Locks Conservation Area forms the most northerly section of the Birmingham Canal Navigation’s (BCN) Main Line. It contains the entire flight of locks that descend from the Wolverhampton Level on the north eastern edge of Wolverhampton City Centre running in an arc around to the north west, where it terminates in a junction with the Staffordshire and Worcestershire canal just north of Dunstall Park Racecourse and approximately 2.5 kilometres north of the City Centre and including approximately 3 kilometres of waterway and towpath. Whilst the conservation area contains the structures and features that contribute to its historic and architectural interest, the surrounding landscape, or setting, makes an important contribution to the character and appearance of the conservation area and contributes to creation of areas of changing character. Of particular importance both visually and historically is the relationship between the canal and the later railway network which criss-crosses the canal at various locations within the conservation area. PHOTO 2 Canal bridge at the entrance to the Shropshire Union Wharf, just south of the Conservation Area. In the south of the conservation area, the noisy environment of the Wolverhampton Ring Road and Wednesfield Road contribute to the feeling of the canal being part of the activity and bustle of the city centre. This changes very quickly as the canal passes under Little’s Lane Bridge to an area where it is enclosed to the east by the West Coast Mainline Railway and to the west by the rear or side boundaries of the former Herbert Street Good’s Station, now a large building supplies stock yard. The sense of the canal’s role as an industrial waterway is preserved, although industry has now turned its back on the canal. After passing under the Mainline Railway, the canal and towpath are bounded by the disused land of the former railway sidings of the Springfield Brewery (a large industrial complex largely of late 19th century origin), which provides an excellent impression of the canal’s historic industrial setting, although now in a sad state of dereliction. North of Cannock Road, Fowlers Park provide an attractive green setting to the east of the conservation area with views from the canal and towpath across the green open space or into a thick tree belt along its western edge. They also include remains of the railway sidings, turntable and a platform with the potential for archaeological remains of an associated coaling stage or water tower, engine shed and canal basins, all of which help to illustrate the historic interaction between the canal and railways. A strip of land running through the park can be identified as the historic course of the railway, whilst the causeway leading up to two low level viaducts across the canal forms the northern edge of the park. Derelict industrial land off Crown Street and Cross Street lies to the west of the conservation area. The canal banks include evidence of in-filled basins running into this area and covered loading bays on the canal edge. The Wolverhampton Waste Incinerator is a large industrial structure on the canal’s western side, off Crown Street. Evidence of another in-filled basin in this area is preserved in the canal bank. The walls bounding the incinerator site were built of red brick to reflect the materials of the canalside. North of Fox’s Lane, another industrial unit has been built next to the canal using red brick with brick arches to windows to reflect the traditional design of industrial buildings in the canal’s setting. Just to the north of Fowlers Park the canal passes under two railway bridges (one disused) and the Stour Valley Line Viaduct (now the West Coast Main Line Railway). Active industrial sites cover land west of the canal and north of the viaduct, including storage yards and low level buildings. These are generally screened from view from the canal and towpath by the slope of the canal cutting and greenery growing on its bank. Views out to the east of the canal are also generally screened by dense foliage. The land beyond this screen is semi-naturalised grass and scrub, managed as a nature reserve on the edge of the Wolverhampton Science Park. This changes to more managed grassed areas to the north, forming landscaping to the science park at its entrance from Stafford Road, where the grassed road verges provide access to the canalside towpath. PHOTO 3 Houses on Jones Road overlooking the Canal.
PHOTO 4 Looking north from the canal into the Staffordshire and Worcestershire Canal Conservation Area North of Stafford Road, Jones Road provides the only residential frontage in the conservation area looking onto the canal. This includes a terrace of early 20th century houses, divided from the canal and towpath by the road and a low hedge and railings and tree line. To the west the canal is bounded by a number of small modern industrial units, as well as a pet dealership with numerous cages and aviaries, which includes a small late 19th century wharf manager’s house. The canal passes under the Oxley Viaduct at the north end of Jones Road beyond which the character of the canal’s environment changes significantly. A large area of railway sidings to the north east is divided from the towpath by a belt of small fields with rank grass and scrub, providing a green, naturalised setting to the canal. A small park to the south east of the canal provides further greenery and open views to modern housing at The Chase and Viaduct Drive. The fields to the north east of the canal increase in size towards Aldersley Junction, with the railway siding and sheds visible beyond the conservation area on the brow of the hill. The canal and towpath gradually descend into a tree lined cutting which encloses views out. The Dunstall Park Race Course occupies a large area on the south west side of the canal but is largely screened from view by the rising ground of the cutting. Although both the sidings and racecourse have the potential to be sites of noisy activity, for the majority of the time they are quiet areas helping to create tranquil area around the canal corridor. North and south of Aldersley Junction the Staffordshire and Worcestershire Canal continues away from the conservation area within a wooded cutting within a separate conservation area. To the west the Aldersley Recreation Grounds provide further areas of green open space with boundaries of mature tree lines creating the horizon to views from the canalside. The conservation area passes through three City Council wards: St Peter’s, Bushbury South & Low Hill and Heath Town.
PHOTO 5 Fowlers Park is green lung in the heart of the city.
3. History of the Birmingham Mainline Canal Whilst the development of the canal has created the landscape of the conservation area, the history of the landscape that forms its setting extends over a longer history of development both before and after the canal’s construction. This includes the development of the town of Wolverhampton, as well as fields the canal cut through and the later factories and other land uses that grew up alongside it. To reflect the importance of many of these features, to the canal’s historic interest, the history of this landscape includes features both in and outside the conservation area. Wolverhampton before the canal Wolverhampton is an ancient settlement established by the 10th century. A charter records the gift of land at ‘Heantune’ (or high town) from the king to Lady Wulfruna in 985. A minster church was consecrated there in 994. By the late 12th century there are records of a market held in the town and in the 14th and 15th centuries it was a ‘staple town’ for the wool trade. In the 16th and 17th centuries the town developed a reputation for producing high quality iron work, particularly fine work such as locks and buckles. Yates’ Map of Staffordshire, produced in 1775 records Wolverhampton as a hilltop town standing at the crossing of the ridge way route from Dudley and Sedgley to the south and Stafford to the north with routes from Shrewsbury and Bridgnorth to west and east to Willenhall, Walsall, Bilston and Birmingham. At one time Wolverhampton lay within open fields recorded as Quabbe Field or Windmill Field to the north, and Horseley Field to the east, with other fields named Wyndfield, Monmore Field, Ablow or Abbey Field and Broadmeadow in other directions. According to Mander’s History of Wolverhampton (1960) the open fields were enclosed in the late 16th century, although it is likely that this was part of a longer process. PHOTO 6 Yates’ Map of Staffordshire in a later reproduction, showing roads converging on the town and the canal running around it. Much of the farmland surrounding the town provided access to shallow deposits of coal and ironstone. Monmore and Horseley Fields are both notable as areas that were extensively exploited for collieries extending over large areas. During the seventeenth century experiments were conducted locally in the use of coal to produce iron in blast furnaces. The area served an important strategic role during the Civil Wars of the mid- 17th century through the production of armaments. Coal was increasingly valued as a fuel for both industrial and domestic use at this time because of increasing demand on timber resources. By the late 17th century the South Staffordshire Coalfield had becoming a centre for metalworking. In 1686 Dr. Plot recorded that Wolverhampton had achieved the status of a centre of excellence for the fine craft of lock making, although manufacture of buckle and sword hilts among other small metal goods were also important trades. The coming of the canals The mid 18th century saw improvement of the local roads through formation of turnpike trusts. Yates’ map of Staffordshire in 1775 shows the extent of these emanating from Wolverhampton. Nevertheless, packhorses and wagons on these roads could not transport the weight of goods and materials required by the developing industries around the landlocked Staffordshire Coal Field. Following the success of canals in Cheshire and Lancashire, James Brindley, among others developed schemes for a national network of canals connecting the country’s great sea ports at Liverpool, Hull and Bristol. The Staffordshire and Worcestershire Canal formed part of Brindley’s plan and received an Act of Parliament to allow the raising of finance and purchase of property in May 1766. In January 1767 a number of prominent Birmingham-based business men met at the White Swan, High Street, Birmingham to consider a scheme for a canal to connect Birmingham with the Staffordshire and Worcestershire via Wolverhampton. This would provide access for goods made in manufactories such as Matthew Boulton’s Soho works, to the ports and markets in the north of England as well as transport for coal from the South Staffordshire Coal Field to urban and industrial centres such as Birmingham and Wolverhampton, to the North Staffordshire Potteries and to other markets beyond. James Brindley was appointed as surveyor for the new canal, which received its Act of Parliament in 1768. The construction of the Staffordshire and Worcestershire Canal was completed in 1771, with an opening in 1772. The Birmingham Canal (only later referred to as the Main Line) was built in two stage. The first was completed to Smethwick with a side branch to collieries at Wednesbury by 1770. The second phase extended the canal to Wolverhampton and the Staffordshire and Worcestershire Canal via Wednesbury Oak and Bradley and was opened in 1772. The canal was an immediate financial success, resulting in a dramatic reduction in the cost of coal and stimulating the growth of industry, particularly in the area of Bilston and Bradley. Brindley designed the canal to descend 132 feet through 20 locks from the Wolverhampton Level to the Staffordshire and Worcestershire Canal’s level at Aldersley Junction. This was found to be costly in water and so a twenty-first lock was added near the junction in 1784 to reduce the height of ‘lifts’ and the volume of water used with each passage through the locks. Whilst the supply of water to the summit level of the canal was often a concern for the canal company one ingenious solution was to charge the surrounding mine owners for discharging water pumped from their mines into the canal and to sell water to the canal companies whose waterways connected with the BCN. The locks lay to the north of the main industrial area of the canal until the second quarter of the 19th century. This changed as the railways began to make Wolverhampton a regional hub. The Grand Junction Railway was opened in 1837 as the county’s first trunk railway running for 82 miles from Birmingham to the Liverpool and Manchester Railway via Wolverhampton. Others followed during the railway mania of the 1840s including the Shrewsbury and Birmingham Railway (opened in 1849), the Birmingham, Wolverhampton and Stour Valley Railway (operating from 1852), the Oxford, Worcester and Wolverhampton Railway (OWWR) and the Birmingham Snow Hill to Wolverhampton and Dudley Railway both opened in 1854. The latter line was operated by Great Western Railway (GWR) connecting to the OWWR at Priestfield and thence into Low Level Station. This was made necessary since their rivals the London and North Western Railway Company would not allow other companies to use their station at High Level in the town. The competition between the major railway companies to gain control of these lines had wider effects on the transport landscape. PHOTO 7 An extract from the Ordnance Survey 1 inch to the mile map of 1834 showing the canal, with railway lines added after 1850. The arrival of the railways The OWWR continued north from Low Level Station to join up with the Grand Junction Railway at Bushbury with a GWR line branching off at the Cannock Road Junction which ran parallel to then over the canal to their depot at Stafford Road. This line was subsequently extended across Stafford Road to connect to the Shrewsbury and Birmingham Railway just south of Oxley Viaduct at the Stafford Road Junction. The Shrewsbury and Birmingham Railway Company built the Victoria Basin in 1847-9 starting from just north of Wednesfield Road and extending almost as far as Cannock Road, forming the longest canal to rail interchange basin on the BCN. The same company also built the Oxley Viaduct, which was designed by Robert Stephenson (heir to the famous railway engineer George Stephenson). The Great Western Railway (GWR) Company merged the Shrewsbury and Birmingham Railway with their own company in 1854. The railway had set out a temporary goods station and locomotive depot, repair shop and carriage and wagon sheds on Dunstall Hill south of the Oxley Viaduct soon after or during its construction. Following the merger with the GWR further sidings and a locomotives works, which continued to manufacture locomotives until 1908, were constructed off the Stafford Road and this depot remained a major locomotive repair establishment until closure in 1964. The Stafford Road Works were second in importance on the GWR system only to those in Swindon. The Stour Valley Line (owned by the London and North Western Railway Company) also crossed the canal, with a second impressive viaduct built in 1849-51 and designed by Robert Stephenson and William Baker. As they approached the Wolverhampton High and Low Level Stations from the north, the rival LNWR and GWR lines were separated by the course of the canal. PHOTO 8 An extract of the 1902 Edition Ordnance Survey map showing the canal and Victoria Basin with the Junction Iron Works between the two and a GWR Goods Station alongside the basin. Hay Basin, at the bottom of the map is now the site of a small park at Top Lock.
Industrial development One ironworks next to the canal preceded the construction of the railway lines. The Junction Ironworks was located next to the canal, north of Little’s Lane by 1842. Its site was turned into a peninsular by the construction of the Victoria Basin where the Shrewsbury and Birmingham Railway built a transhipment point. The GWR developed this as a goods station in 1858, which they expanded cover the former basin in 1935 when the present buildings were constructed and the basin filled in. it fell into disuse in the early 20th century. An iron works was built at Cross Street in 1869 by Edward Davies, which may have been Wolverhampton’s first galvanising works. A third ironworks was located south of Cannock Road in the 1890s, reusing the site of the Shropshire Union Railways and Canal Company’s wharfs. This was the site of G. R. Smithson and Company who produce steel pressings until the 1980s. Other industries that developed next to the canal included the Wolverhampton Gas Works, which manufactured ‘town gas’ from coal transported to the works by narrow boat. The gas works was established in 1849 south of Stafford Road, as an earlier works at Horseley Fields failed to meet demand. In 1900 the gas works was expanded eastwards across the canal. The site was in operation until 1967 and has now been redeveloped in parts for the Wolverhampton Science Park and for an industrial estate. A manure manufactory, processing various materials to create agricultural fertilisers, was set up at the Ceres Works in 1857, located between the canal and Crown Street. Their location made use of both the canal and railways to import their raw materials and export the finished product. The Ceres Works’ loading bays are still seen on the side of the canal. Wolverhampton Corporation’s Team Department bought land just to the north of the Ceres works in 1872. The Team Department was responsible for collecting and processing sewage from around the borough. Their choice of location next to the manure company can be no accident. The Ceres Works land was sold to the corporation in 1926 to expand the team department site. PHOTO 9 Extract of the 1902 Edition of the Ordnance Survey Map showing The Crown Galvanising Works, Ceres Works and Cannock Junction, among others features. Perhaps, more unusual in the landscape of the Black Country canals is the racecourse at Dunstall Park. A large park surrounding a Country House occupied this land in the mid 19th century, which was owned by Sir Alexander Staveley Hill until he moved to Oxley House in 1872 (now a Grade II listed building at Leverton Rise just outside the conservation area). The park was sold in 1887 to a company called Wolverhampton Racecourse and Dunstall Park Limited, who developed the land into a racecourse. It has gone through several changes in ownership and was used for early aeroplane races as well as horseracing. It continues in use as a flat racing course and is now a major complex including grandstands, a conference centre and hotel. It was Britain’s first floodlit race course and is the last major horse racing venue in the West Midlands.
PHOTO 9 Dunstall Park racecourse in 1923 with Oxley Viaduct in the background. The industries surrounding the canal and locks went through a series of declines in the later 20th century that matched the decline in canal transport. Town Gas was replaced by North Sea Gas in the 1960s, the railways were nationalised and rationalised, reducing the need for the competing railway lines and companies, sewage works were built elsewhere serving sewers. The canal companies were also nationalised resulting in the loss of tollhouses, such as those at Aldersley Junction. Nevertheless some of the canalside uses have persisted or influenced the present activity. The Oxley Sidings continue to provide maintenance for passenger trains, the former Team Department site has been redeveloped as the Wolverhampton Waste Incinerator and the former Victoria Basin and Herbert Street GWR Goods Station was closed in 1972 but the buildings continued in use as Carvers’ Builders’ and Timber Merchants until destroyed by a fire in 2012.
The conservation area today A small part of the Victoria Basin continues to provide a number of berths for narrow boats on the edge of the city centre. Other land has been put to new uses, of which the Wolverhampton Science Park and Trading Estates on Stafford Road have maintained an industrial character but have involved the removal of many of the historic features. Modern industry has tended to turned its back on the canal, creating a relatively bland frontage. Other areas, such as the former railway platforms east of the canal at Cannock Road, have been redeveloped as public open space, in which remains of the railways continue to provide evidence of interaction between the railways and waterways. Sadly other sites, notably the former Ceres Works and Crown Iron Works Site and the Springfield Brewery have been long term disused sites with a negative impact on the environment of the canal. Since the 1940s the canal has been used increasingly as a leisure cruising route. The locks are now maintained by British Waterways and are a well-known part of the national waterways network, providing access from the BCN to the attractive waterways of the Staffordshire and Worcestershire and the Shropshire Union canal. Since the 1970s the locks have been designated as a conservation area for the special historic and architectural interest and the lock structures and several other features have been protected as statutory listed buildings since 1992. There is now potential for regeneration of large sections of the canalside with the potential of reintegrating the waterway with surrounding communities and businesses.
4. Character and Appearance of the Conservation Area
Summary of Special Interest The character of the conservation area is notable for the following: • A navigable canal of great historical significance both for the development of the region and the development of nationally significant industries; • Evidence of the functional features of the canal, including the locks, wharves and one basin, with evidence of the openings for others; • Buildings relating to the use of the canal and the people who operated it, including the former lock keeper’s cottage and wharf manager’s house, at Top Lock and bridges; • Evidence of various forms of interaction between the canal and railways including shared routes, crossings at bridges and viaducts, areas of sidings, platforms, basins and remains of a railway turntable; • Areas of green open space that are semi-naturalised providing opportunities for wildlife; • The canal provides an ecological corridor through the area, providing areas of habitat and linking other habitat areas; • Attractive views along the canal, which benefit from surrounding greenery and the activity of the waterway, as well as dramatic architecture of the of bridges and viaducts, and the interest of locks and activity of boats on the waterway. • Views out from the canal to green open spaces and landmarks; • A route between rapidly changing character areas PHOTO 10 The conservation area combines public green open space, the waterway, wildlife and both canal and railway heritage.
Present character: activities and uses The waterway and towpath are well used for recreation by boaters, walkers, cyclists and anglers, providing a tranquil area away from the noisy urban environment. There is a marked change in character from the noisy area at Wednesfield Road to the tranquil enclosure of the canal north of Little’s Lane Bridge, although the peace is regularly disturbed by the passing of trains. Both the crossings of the canal by Cannock Road and Stafford Road provide further areas of noise, although the high bridge parapets screen views of much of the passing traffic, between the roads the setting of the canal at Fowlers Fields and the Wolverhampton Science Park is, again tranquil, whilst to the north of the Oxley viaduct the canal enters a remote and rural character area that is far removed from the busy city centre environs of Wednesfield Road. Workers at the Oxley Sidings depot appear to be frequent users of the towpath as a means of getting to work. The towpath beside the locks is a well-used walking route between urban areas, away from the busy traffic routes of the main roads. However, there is a perception that it is not well used. Given the length of some sections of towpath between access points it can sometimes feel lonely. This is exacerbated by areas of abandonment and dereliction, the negative impact of graffiti and littering and the measures taken by businesses to counteract the threat of crime. Evidence of anti-social behaviour was also noted alongside the canal. These are associated with areas of denser undergrowth and abandoned areas with less surveillance. Bushes next to the canal at Fowlers Park, Wolverhampton Science Park and in the nature reserve near Aldersley Junction have been used for drug taking, with evidence including scattered needles, syringes and silver foil. The small section of the Victoria Basin still in water is used for docking narrow boats and provides an area of interest next to Top Lock. The canal also includes a small number of seating areas that create a focus of activity. PHOTO 11 Narrowboats docked at the Victoria Basin. Development of street pattern The canal’s waterway and towpath provide a long sinuous route that gently descends the long slope to the north and is the main feature of its progress through the regeneration corridor. To descend to the level of Aldersley Junction the canal follows a gently curving line through the Smestow Valley whilst other sections of the canal in this area follow long, gentle curves that allow views along the waterway. The small number of roads crossing the canal were all probably older than the waterway, either representing the historic links between Wolverhampton and surrounding towns such Stafford Road, Cannock Road and Broad Street or lanes into the fields such as those at Little’s Lane and Fox’s Lane and Jordan’s Lane. Fox’s Lane retains the characteristic curving line of these lanes through the fields. Roads parallel to the canal, such as Crown Street, Cross Street and Great Western Street were constructed to provide access to canalside land for industrial development or for access to canalside railway infrastructure. These roads are characterised by short, straight courses, reflecting their formal planning. PHOTO 12 Long straight sections of the canal create interesting vistas, which focus on distant landmarks. Architectural and historic character Whilst the areas of canalside on the BCN Main Line to the south of the conservation area are notable for the survival of highly distinctive canalside industrial buildings the most distinctive architectural features of the conservation area are the locks, banks and bridges of the canal and the viaducts of the Birmingham and Shrewsbury Railway and the Stour Valley Line. The canal cottages at Top Lock, numbered 109 and 110, are of interest as two of the BCN’s best preserved canal cottages. Their low scale and brindled brickwork provide a strong contrast with the city centre scale of architecture across the ring road. They were designed as traditional vernacular cottages, with low brick arches to sash windows on two floors and a centrally placed front door. The inclusion of a bay window to No.109 may have been to allow viewing along the canal in both directions. Further cottages and stables were located either side of the BCN Main Line at Aldersley Junction but, were demolished in the later 20th century. The infilled arched doorways to the stables form part of the wall that supports the bank on the east side of the Staffordshire and Worcestershire Canal, which has recently been restored. Lock Nos. 1 – 19 and 21 form part of the original construction of the canal, whilst Lock No. 20 was added just over a decade after the canal’s opening. Nevertheless it is likely that all have been rebuilt to some extent as part of the process of ongoing repair and maintenance. Their visible parts all include a single wooden lock gate with long balance beams at the upper end and double gates to the lower, brick walls and either brick or stone copings, slots for the insertion of stop planks are located in the opening at the upper end. Most of the locks have brick-lined overflow channels running around the non-towpath side, although it appears that the channel at Lock 2 was converted into a basin, which survives albeit largely filled by vegetation. Steps up to the lock gates were made of large sandstone blocks which have become dished through long term use, providing an indication of the weight of traffic and length of use of the canal. Lock Nos. 5 and 15 include large date blocks with the dates in the 1860s recording a phase of rebuilding. Other features of the locks are dimpled footplates and rolled edge rubbing strips used to protect the edges of the locks from wear from boat ropes. The locks are often seen in groups running along the canal and provide rhythm and interest to views along it. PHOTO 13 The Lock Keeper’s Cottages at Top Lock are some of the BCN’s best-preserved canal cottages. The road bridges crossing the canal are another significant architectural feature of the conservation area. They are often located at the lower end of a lock where the narrowness of the canal and fall in ground level allowed the construction of a shorter arch. Several bridges are considered to date from the late 18th century, including Little’s Lane Bridge, Fox’s Lane Bridge, Jordan’s Bridge, Dunstall Park Bridge and the BCN’s Aldersley Junction Bridge. These narrow bridges would, at most, allow a single carriageway and are unlikely to be suitable for modern traffic. They are brick built, to a standard pattern that provides further uniformity to the character of the area with a small amount of detailing around the arch. Little’s Lane also crosses the remains of the bridge over the Victoria Basin, which has been blocked but not removed. The bridges at Cannock Road and Stafford Road were upgraded to take modern traffic and are of less architectural interest. The Staffordshire and Worcestershire Canal bridge at the Aldersley Junction is a classic example of a roving bridge, designed to allow the boat horse and leader to cross the canal without detaching the boat rope. A small arch was included in the bridge to provide access to the canal stables. Railway bridges and viaducts crossing the canal provide another important element of the transport landscape of the conservation area. Whereas the canal architecture dates from the late 18th and early 19th centuries, the railway structures date from the middle and later 19th century. Despite their functionalism, some traces of a restrained late classicism can be detected. The two viaducts are both massive structures crossing the line of the canal on high arches of dark blue brick and acting as landmarks in views. Other, lower bridges include the LNWR’s bridge over the canal just south of Cannock Road, with a skewed elliptical arch reflecting the design of canal bridges and with large piers either side of the parapet providing a modest classical character. The GWRs bridges located just to the south of the Stour Valley viaduct are constructed of girders and riveted steel plates, springing from a causeway with masonry retaining walls. Both the canal and railway bridges were strengthened with iron rubbing plates and rollers to prevent damage from boat ropes, although scoring from ropes is seen in the brickwork of some bridge arches. The rubbing strips and rollers however, bear deep scoring from ropes, which bears eloquent testimony of the busy traffic on the canal and its long period of use. PHOTO 14 Fox’s Lane Bridge is one of the classic elliptical brick bridges of the BCN. On the left is an in-filled gateway that once controlled access to the towpath.
The Staffordshire and Worcestershire Canal bridge at the Aldersley Junction is a classic example of a roving bridge, designed to allow the boat horse and leader to cross the canal without detaching the boat rope. A small arch was included in the bridge to provide access to the canal stables.
PHOTO 15 Lock No. 10 showing cast iron rubbing plate in the foreground, stone coping and rubbing stone with brick lock walls and timber gates. Railway bridges and viaducts crossing the canal provide another important element of the transport landscape of the conservation area. Whereas the canal architecture dates from the late 18th and early 19th centuries, the railway structures date from the middle and later 19th century. Despite their functionalism, some traces of a restrained late classicism can be detected. The two viaducts are both massive structures crossing the line of the canal on high arches of dark blue brick and acting as landmarks in views. Other, lower bridges include the LNWR’s bridge over the canal just south of Cannock Road, with a skewed elliptical arch reflecting the design of canal bridges and with large piers either side of the parapet providing a modest classical character. The GWRs bridges located just to the south of the Stour Valley viaduct are constructed of girders and riveted steel plates, springing from a causeway with masonry retaining walls. Both the canal and railway bridges were strengthened with iron rubbing plates and rollers to prevent damage from boat ropes, although scoring from ropes is seen in the brickwork of some bridge arches. The rubbing strips and rollers however, bear deep scoring from ropes, which bears eloquent testimony of the busy traffic on the canal and its long period of use. The buildings of the Springfield Brewery make an important contribution to the character of the conservation area in the spaces near to Cannock Road. Their late Victorian architecture is more elaborate than that seen in the conservation area, providing strong links to the architecture of the city centre. Building materials Handmade red brick is the most distinctive material of the conservation area used on the canal cottages, bridges, locks, banks and even as the towpath surface. However, it was rarely used in isolation from other materials. The oldest bridges have a keystone detail in the arches of a single sandstone block. The towpath edges have copings that vary from blue bull nosed brick, sometimes stamped with the makers’ names to red brick or large sandstone blocks. Sandstone blocks are also a feature of the canal locks, providing a hardwearing material around the lock edges and openings possibly also of value for the individual weight of blocks, providing solidity to the structures. PHOTO 16 Bull nosed brick copings to the canal wall with the impressed makers name of Whitehouse Bloomfield. The walls of the canal banks are supported by iron or steel bands that act as rubbing strips and iron is seen as a canalside material in the mechanisms of the lock paddles. Another material seen in walls rising from the offside of the canal are triangular section coping stones laid on edge to create dog-toothed pattern in the masonry. The railway infrastructure provides examples of other materials, particularly blue engineering brick, used on the massive viaduct structures, as well as the LNWR bridge south of Cannock Road. The GWRs bridges have the more temporary steel framed construction that was the successor to their characteristic use of timber framing, whilst the sandstone blocks of the causeway approaching their bridges reflects GWR characteristic materials seen elsewhere in the country. The walls of loading bays at the Ceres Works off Crown Street are an unusual surviving element of a structure associated with the industrial use of the canal, which could be enhanced as part of redevelopment of the canalside site.
Listed Buildings A listed building is one that is included on the Government’s Statutory List of Buildings of Special Architectural or Historic Interest. These buildings are protected by law and consent is required from the City Council before any works of alteration, extension or demolition can be carried out. The Statutory List contains 26 entries within the conservation area, which are all listed Grade II, several of the canal bridges are listed jointly with the adjacent lock but are recorded here separately to provide clarity: Birmingham Canal Top Lock Cottages; Birmingham Canal Wolverhampton Locks Nos. 1 – 21; Staffordshire and Worcestershire Canal Aldersley Bridge; Aldersley Junction Bridge; Dunstall Park Bridge; Jordan’s Bridge (Crown Street) Fox’s Lane Bridge; Little’s Lane Bridge; Oxley Viaduct; and Stour Valley Line Viaduct. The Wednesfield Road High Level Railway Bridge and retaining wall, the Springfield Brewery and the Broad Street Warehouse area all listed buildings located outside the conservation area which make a positive contribution to its setting. PHOTO 17 All of the 21 locks in the conservation area are listed grade II PHOTO 18 The grade II listed bridge over the Staffordshire and Worcestershire Canal is an excellent example of a roving bridge built to allow the boat man and his horse to cross the canal without having to uncouple the hauling line from the boat.
Locally Listed Heritage Assets As well as listed buildings, the Government has for many years encouraged local planning authorities to draw up lists of locally important buildings and to formulate local plan policies for their protection, through normal development control procedures. The English Heritage Good Practice Guide for Local Heritage Listing (2012) acknowledges that such lists have a key role in building and reinforcing a sense of local identity and distinctiveness and recommends extending local listing to all types of heritage asset to include sites, places, landscapes and archaeology. Works that require planning permission to a heritage asset included in the City of Wolverhampton Local List will be expected to take into account the special architectural and historic interest of the property The following heritage assets are included in the Wolverhampton Local List: • Aldersley Junction remains of 18th century buildings. • Surviving wall of the covered loading bays of the Ceres Works just south of Crown Street • Remains of railway Turntable, Fowlers Park • Remains of Civil Engineers Platform, Fowlers Park • Boundary wall and ‘Spike Island’ fencing to former gas works site between locks 14 & 15 Locally Listed Heritage Assets
As well as listed buildings, the Government has for many years encouraged local planning authorities to draw up lists of locally important buildings and to formulate local plan policies for their protection, through normal development control procedures. The English Heritage Good Practice Guide for Local Heritage Listing (2012) acknowledges that such lists have a key role in building and reinforcing a sense of local identity and distinctiveness and recommends extending local listing to all types of heritage asset to include sites, places, landscapes and archaeology. Works that require planning permission to a heritage asset included in the City of Wolverhampton Local List will be expected to take into account the special architectural and historic interest of the property
The following heritage assets are included in the Wolverhampton Local List: • Aldersley Junction remains of 18th century buildings. • Surviving wall of the covered loading bays of the Ceres Works just south of Crown Street • Remains of railway turntable, Fowlers Park • Remains of Civil Engineers Platform, Fowlers Park • Boundary wall and ‘Spike Island’ fencing to former gas works site between locks 14 & 15
PHOTO 19 Remains of stables and lodging houses form part of the locally listed archaeological site at Aldersley Junction.
PHOTO 20 Remains of the Civil Engineers Platform at Fowlers Park are now included on the Local List.
Buildings of Townscape Merit In addition, marked on the Townscape Appraisal maps are a number of unlisted buildings which have been judged as making a positive contribution to the character and appearance of the conservation area. This follows advice provided in English Heritage guidance on Conservation Area Character Appraisal and Management, which stresses the importance of identifying such buildings. The buildings are considered to be of good, relatively unaltered examples, of their type where some original materials and details have survived in addition to the basic historic form of the building. Where a building has been adversely affected by modern changes and restoration is either impractical or, indeed, not possible, they are excluded. There is a general presumption in favour of retaining all Buildings of Townscape Merit.
Focal points, vistas and views As a ribbon of green open space with features of interest spaced along its length, the conservation area provides a sequence of unfolding views and vistas of interest. Whilst some of the most significant are described here and illustrated on the Townscape Appraisal Maps, these should be considered as examples rather than an exhaustive list. Throughout most of this conservation area views are well contained within the immediate corridor of the canal. The canal provides a number of views of interest. The grouping of canal cottages, lock, basin, narrow boats and canal bridge, with attractive trees and worn brick paving at Top Lock is one of the most photogenic scenes on the Birmingham Canal. It also provides evidence of many different facets of the canal’s history. At Cannock Road, views out of the conservation area include the Springfield Brewery buildings which are a feature of particular interest and include the long Butler’s Ales mural that was, presumably, intended to be seen from the transport corridors. PHOTO 21 More a scene than a vista, the grouping of lock keeper’s cottages, lock bridge and historic paving at Top Lock is one of the most memorable on the course of the BCN main line. PHOTO 22 A view north from Lock 2 to Lock 3 Views along the canal benefit from the gradual fall in ground, providing more open vistas looking north, with the locks providing particular points of interest and activity. They also provide rhythm due to their spacing and the prominence of the projecting balance beams. The green surroundings of the canal, particularly in cuttings, help to enclose these views and add softening. Near Aldersley Junction with the curve of the canal and denser foliage foreshortens views; creating more imitate sylvan areas in which features on the canal arrive unexpectedly. The viaducts stand out as landmark features in views form the canal. At the Stour Valley Line viaduct the crossing lines of the former GWR railway bridges, canal and viaducts create a scene of particular interest. The scale of the Oxley viaduct is emphasised by the juxtaposition of two storey houses standing just north of it. In the approach to Stafford Road from the south the buildings of the Wolverhampton Science Park have been design to address the canalside and one forms the focus of the view northward along the waterway from Lock Nos. 12, 13 and 14, where the canal bends sharply to the north west. This provides a positive relationship between the canal and new development. Aldersley Junction, including the roving bridge on the Staffordshire and Worcestershire Canal, provides particularly important views from many directions. At the northern edge of the conservation area, views north along the canal are framed by numerous road and rail bridges crossing the line of the canal up to a focus of activity near Autherley Junction (the start of the Shropshire Union Canal) in the distance. The open space of the large nature reserve between the canal and Oxley Sidings provides further attractive views across a large wildflower meadow, including wild (or escaped) lupins, and fills a shallow valley or bowl which encloses the views. Open spaces, green areas and trees The canal forms a long, linear public open space, which is often green. In many areas the canal runs through a green setting with thick foliage often running down into the off- side (away from the towpath) with the towpath itself often running between grass verges. Reeds and flag irises growing within the canal provide additional greenery whilst many trees line the canalside or appear in views looking out from it, rising above the surrounding built environment. PHOTO 23 The curving line of the canal near Aldersley Junction The canalside has been landscaped at several key sites to provide more open spaces for walkers, boaters and cyclists to rest. A notable area is on the site of the former office and lodgings at Aldersley Junction, where benches provide views over the junction. Or into naturalised woodland surroundings. A long stretch of the canal parallel to Oxley Sidings has a wide green edge, which is used by anglers. Just to the south, the large public open space off Viaduct Drive runs up to the canal’s edge and is well integrated with the canalside. Provision for the canalside has included a small footbridge to allow crossing to the towpath side from the green open space. PHOTO 24 The green space of the nature reserve between the canal and Oxley Sidings. Just to the south of Stafford Road canalside green open space has been created between the towpath and Coxwell Avenue. To the north, at Jones Road, a gap in the towpath wall has been created and an area with benches and tree planting has been created to provide further green open space next to the canal, which also provides a pedestrian or cyclist link to Stafford Road. PHOTO 25 The nature reserve between the canal and Coxwell Avenue Fowlers Park provides a well managed and attractive green open space which runs alongside the canal for a considerable distance. It provides an attractive green setting to the canal, which is in strong contrast to the derelict post-industrial landscape of the land on the other (western) canal bank between Cannock Road and Crown Street. In the south, the canal and towpath are well integrated with the park, particularly where the long railway platform structure runs alongside the towpath. However, in other areas a thick tree belt at the edge of the parkland forms a significant barrier between the two areas, with access via a narrow path. The park has a history of a mixture of uses, including allotment gardens in the early 20th century and contains the former route of the Great Western Railway northward from Wolverhampton’s Low Level Station. This includes the lines of two railways that were taken over by the GWR, converging at a meeting point that was formerly known as Cannock Road Junction. They included the Oxford, Worcester and Wolverhampton Railway, running up off to a junction with the Grand Junction Railway at Bushbury and a Great Western Railway branch line that curved around to the west and over the canal initially to provide access to their locomotive sheds at Stafford Road. The site of a former signal box has been identified on historic maps at this junction, whilst visible remains of the trackbed and the fence of reused railway sleepers are tangible evidence of the former route that was used by Queen Victoria’s Royal Train from Scotland to Windsor or Gosport. The railway platform next to the canal on the western edge of the park was used by the Wolverhampton Divisional Civil Engineer for storage of materials and equipment and possibly may also have been used for transhipment across the towpath. These also mark the edge of the former railway line and helped to define its former route. To the north a large bridge abutment, now overgrown with ivy, marks the former eastwards route of a lane running eastwards from Jordan’s Bridge. In its present condition it provides a picturesque ruin commemorating the passed age of railway travel. Just to the north of this the remains of a former railway turntable constructed by 1902, have been exposed at the edge of the park. Whilst a recent archaeological study suggested that this was formerly connected with a coaling stage or water tower and a small engine shed alongside the canal it was in fact the turntable that served the large and important Stafford Road Engine sheds located beyond the canal on the site of the current Wulfrun Trading Estate. The northern edge of the park is marked by the wooded course of a long railway embankment for a line running from the Shrewsbury Line to Bushbury Junction, which is still in use. At its western end this forms a part of the canalside and has a substantial stone retaining wall rising from the towpath’s edge. A low, stone-lined tunnel provides a pedestrian route under the embankment from the towpath and is an architecturally appealing feature but, given its low roof level and absence of lighting, is a very dangerous feeling space with evidence of recent use for drug taking. PHOTO 26 The green open space at Fowlers Park provides an attractive green setting to the canal and contains remains of railway heritage.
On the south side of Cannock Road seating areas have been set out on both sides of the canal including robustly constructed brick tables and benches, using the red brick and blue brick copings seen as a distinctive material along the canal. At Top Lock the open space between the canal and Wednesfield Road has been set out as an attractive pocket park with mown grass and several unexceptional benches, litter bins and paths leading down to the towpath, as well as areas of seasonal bedding. The offside of the canal has been covered by shrubbery running up to the ring-road. The bridge carrying Wednesfield Road over the canal has been clad in a carefully chosen brick, reflecting the colour of traditional materials found on the canal, and is topped with blue painted railings. This green space and the trees within it frame views south to the listed canal depot buildings in the Union Mill Conservation Area. The trees also frame views north along the canal within the present conservation area, including those of the lock keepers’ cottages.
Public realm Both the canal towpath and the waterway form elements of the public realm, although the waterway has the obvious limit to public access of requiring a boat. Travelling by narrow boat provides a very different experience of the waterway. The towpath retains areas of historic brick paving which has been worn by the passage of numerous feet and hooves to resemble cobbles. The most notable areas are located at Top Lock, where this contributes to the setting of the listed lock, cottages and bridge, under Fox’s Lane Bridge and at Aldersley Junction, alongside Lock No. 21. PHOTO 27 Worn and patched paving at Top Lock. Past programmes of maintenance and improvement around the locks have resulted in areas of new brick paving, which still have a raw modern feel. This should be seen as a part of the continual process of maintenance and renewal of the canal infrastructure and, in time, these surfaces will be weathered in. Elsewhere the towpath is surfaced in tarmacadam as far north as Lock No. 17 and is a less formal group of gravel paths thereafter. Several motorcycle barriers located along the route of the canal are necessary to prevent antisocial misuse of the towpath but are an unfortunately intrusive element in views along it. British Waterways have been careful to paint these barriers in the same livery colours (black and white) that are used on all their other canal furniture. Way finding posts were noted along the canal, particularly at Fowlers Park. These might be improved in their frequency, design and the locations they direct towpath users to and thereby encourage use of the towpath for short journey. This would need to form part of a wider strategy of signage and routing for pedestrians and cyclists. Mooring bollards provide opportunities for short term mooring of boats alongside the towpath and are notable at various locations along the canal. The British Waterways colour scheme is helpful in raising the visibility of these features, which might otherwise constitute a trip hazard. British Waterways black and white name plates on each of the bridges, helps to provide a hint at the historic pattern of the lanes after which the structures are named. Boundary posts, marking the limits of canal company property were once a notable feature of the canalside. Only one surviving post was recorded in the conservation area, which is located at Top Lock. PHOTO 28 A fence of reused railway sleepers just south of Cannock Road enclose the towpath and mark the former site of Cannock Junction
Boundaries to the public realm are formed in various materials and include walls, fences and hedges, as well as the retaining walls of embankments or cuttings. A distinctive material used just to the north of Fowlers Park are the timber sleepers of the former railway line set on end to form a fence, which are presumed to have been reused in situ. This reuse of industrial materials provides a valuable indication of past activity, which enhances local character. Another material used in this way is the foundry waste or clinker used in large blocks to build retaining walls, which are a distinctive local feature. One example is seen next to the towpath just north of Fox’s Lane Bridge. PHOTO 29 A locally distinctive wall of foundry slag near Fox’s Lane bridge The use of chain link and palisade fencing has a negative impact on the character of the conservation area, although it may be necessary to provide security or public safety in some areas (such as the embankment of the Main Line railway). In other areas, such as the long section between the Stour Valley line Viaduct and Stafford road it may even be obsolete and its removal could help to enhance the character of the towpath and canal. Local identity The canal is an important symbol of the industries, labour and resources that were combined to enable the industrial development that fuelled the growth of Wolverhampton and its surrounding towns. It is a part of the cherished scene and has been the subject of artwork and film making (see for example the work of Arthur Arrowsmith - artist - or Phillip Donnellan – film maker). It provides routes between local communities, particularly those established through development over the former industrial land in the early and mid-20th century. The canalside factories and industrial sites are now a rapidly vanishing element of the local landscape, but at one time were the pride of the region’s business community. As an attractive area including evidence of both canal engineering and the development of Wolverhampton as a regional hub for the railways, the conservation area contributes to the local identity of Wolverhampton as a nationally significant centre of the industrial revolution. Archaeological potential The area contains a number of sites of buried archaeological deposits of importance, particularly those relating to its early industrial history. The buried remains of the toll houses and stables at Aldersley Junction have been identified as a locally listed heritage asset in recognition of the archaeological potential. Remains of the railway infrastructure at Fowlers Park also have archaeological interest, whilst their inclusion in the modern open space provides an excellent opportunity for interpretation and positive use. These sites need further investigation and definition in order that they may be managed and protected. PHOTO 30 Remains of the railway turntable in Fowlers Park are of archaeological significance. Introduction to Character Areas
The main line of the canal varies along its course as it runs from the area of activity at Top Lock to the green setting of Aldersley Junction in the north. From south to north the mainline can be divided into, at least, three areas of changing character as it passes from the setting of Wolverhampton City Centre, through areas of past and present industrial land to the greener and more rural setting in the north. These character areas comprise: Area 1 Top Lock to Cannock Road: Area 2 Fowlers Park to Oxley Viaduct Area 3 Oxley Viaduct to Aldersley Junction; These character areas have been defined based on the changing character of the canal and its setting, including the buildings, urban and green landscape and activities on the canalside. This appraisal provides a fine grain of character description and is focused on the specific environment of the canal, which may not follow the character changes of the wider environment as experienced from surrounding roads. The character areas described here are intended to assist in the management of the canal and its setting. Nevertheless it should be recognised that many character areas have only notional boundaries and that features of character change more gradually than a hard line on a map might suggest, whilst other characteristics may be common throughout several areas.
INSERT CHARACTER AREA 1 MAP HERE OR SOMEWHERE IN THE NEXT SECTION
Area 1 Top lock Principal features • The BCN Main Line; • Group of listed buildings comprising lock keepers’ cottages, Little’s Lane Bridge and No. 1 Lock; • High Level Bridge Lock Street (listed Grade II) • Worn brick paving; • Pair of listed canal locks (Nos. 2 and 3) including canal basin for the former Junction Iron Works • Mid 19th century railway bridge • Pair of listed canal locks (Nos. 4 and 5) • View to listed Broad Street Warehouse (in Union Mill Conservation Area) • Enclosed areas within cuttings enhanced by greenery and wildlife; General character and townscape Top Lock is one of the most distinctive locations on the BCN Main Line as it travels through the city. The grouping of cottages lock and bridge, next to a still active canal basin and within the landscape of historic brick paved towpath and parkland (including the ubiquitous waterside weeping willows); creates a microcosm of canal landscape features, as well as a focus of activity and interest. This is supported by the proximity of the Broad Street Canal Depot (in Union Mill Conservation Area) and listed railway bridge directly to the east. It is a relatively open area with no enclosure to the west of a large part, although the lock cottages and walls around the basin create an entry to the more enclosed area to the north. A route from the lock side area to Little’s Lane is controlled by a gate which was locked during the survey period, preventing access. The flat roofed building adjacent stands on the site of the former boatmans’ mission room. The bridge creates an important pinch point and is a focal feature in views looking south along the canal. PHOTO 31 Top Lock looking towards Broad Street and the City Centre
North of Little’s Lane Bridge the area is much more enclosed with green foliage to the west and a substantial embankment becoming higher as the canal and towpath level descends through Lock Nos. 2 and 3. The site of of the former Herbert Street Goods Station (dating from the 1930s) is to the west and the embankment for the main line railway forms the east side of the towpath. This is supported by an unattractive long, curving concrete wall, which gives way to a chain link fence to the north. The railway bridge forms another pinch point, making this part of the canal as en enclosed space. As it approaches the bridge the canal bank has large stone copings and an iron reinforcing band to protect the bank from impacts by boats where the canal turns sharply to pass under the bridge. PHOTO 32 The LNWR bridge crossing the canal. Note the deeply scored cast iron roller to protect the railway bridge from boat ropes.
North east of the railway bridge the canal follows a gently curving line providing unfolding views. The low wall on the towpath edge allows greenery on the bank beyond to spill over to the canalside. On the west side greenery runs down the bank to the canal’s edge. The blocked entrances to canal basins are visible in the canal bank. The seating area noted above is located next to Lock No. 5 and Cannock Road Bridge and has mown grass on the offside of the canal, with a large area of modern brick paving on the towpath and ramp under the bridge. The bridge is a large girder bridge of cast iron- plates and is not particularly attractive, whilst the steps up to Cannock Road pass through a narrow gap that is not inviting. PHOTO 33 Approaching Cannock Road bridge and the green open space at Lock 5 Local features
Worn cast iron rope rollers on arch to the railway bridge;
Cast iron BCN boundary post with company initials at Top Lock;
Entrances to infilled basins at former Cannock Road Wharves;
Views to Springfield Brewery;
Cowslips growing on the lock side at No. 4 Lock;
Canalside greenery, including low trees on cutting edge;
Low brick wall to towpath edge at Lock No. 5;
Seating area with trees, and brick tables and benches at Lock No. 5. PHOTO 34 Springfield Brewery
Negative features
Overhead wires to canal keeper’s cottage;
Overbearing presence of the Victoria Halls tower block;
Litter trapped between railway embankment and fence;
Negative impression created by disused and derelict land adjacent to the canal at Springfield Brewery;
Graffiti on railway bridge;
Buddleia growing from the brickwork of the railway bridge;
Lack of signage to canal and destinations from Top Lock or Cannock Road entrances;
Lack of permeability between the canal and surrounding areas due to dominance of large industrial premises to their side including the disused brewery and railway line.
Poor access from Cannock Road;
Barbed wire along the top of a wall at the side of Lock Keeper’s Cottage No. 110. INSERT CHARACTER AREA MAP 2 SOMEWHERE HERE OR IN THE NEXT SECTION – A3 MAP
Area 2 Fowlers Park to Oxley Viaduct PHOTO 35 View north from Lock No. 6 with the Wolverhampton Municipal Incinerator in the distance and the sites of the former Crown Galvanising Works and Ceres Works to the left. Principal features • The BCN Main Line; • Group of listed locks Nos. 6 – 8 with Jordan’s Bridge; • Remains of covered loading bays at Ceres Chemical Manure Works; • Listed Locks No. 9-11; • Grouping of listed Viaduct (Stour Valley Line) and lock No. 12 with GWR railway girder bridges creating a notable scene; • Railway platform next to towpath at Fowlers Park and evidence of former GWR Railway lines; • Brick base of a railway turntable.
General character and townscape Throughout this area there is a mixed character of green open space (often accessible to the public) with used and disused industrial land. North of Cannock Road a long straight section of the canal allows views north along its course over Lock Nos. 6, 7 and 8. A large area of vacant land covers the sites of the Crown Galvanized Iron Works and the Ceres Chemical manure Works. From the canal this is seen as a large area of levelled rubble with self-seeded scrub and an unattractive chain link fence controlling access from the canal. Self-seeded trees line this canal bank, often screening views west and including willow and alders. They provide greenery and softening, although it is likely they will weaken the canal walls and damage the brickwork of former wharfs. This area also contains the remains of at least two basins which can be seen in the canal bank.
On the east side of the canal the bank running down to the towpath is covered in scrub and brambles with a fence of reused railway sleepers at the top. The end of this fence allows views into Fowlers Park with a mixture of well mown lawns, woodland areas and paths crossing on numerous routes. A modern, narrow footpath or cycleway follows the course of the former railway lines, passing the site of a railway turntable built to serve the large and important Stafford Road Works engine sheds. This feature is now marked by remains of the circular brick base of the turntable with blue brick stable paviours as a coping. The pit for the turning mechanism is located in the centre and various other pits and tunnels are visible. Further to the south the park contains the remains of a platform that has been interpreted as a “Civil Engineers Platform” served by a siding back from near Stafford Road shed’s coaling stage / turntable area and terminating just to the north of Cannock Road bridge. The platform was unlikely to have been used as a passenger station as previously thought. Modern footpaths follow the course of the railway line and with a little interpretation the identity of this route as a great historic railway route could be made even more evident. The survival of railway infrastructure in a municipal parkland landscape provides the potential to enhance understanding of the relationship between the canal and railway infrastructure, as well as the significance of the industrial transport systems to the city’s historic prosperity. This area is less intensively managed than other areas of grassland in the park, but has been used for illegal drug taking. One abutment of a bridge survives just to the west of Jordan’s Bridge, which would have carried Crown Street over the GWR railway line in the past. The abutment, built of blue brick with shallow recessed panels within arches, is now overgrown and has the air of a partially forgotten ruin. PHOTO 36 The canalside wall of the Ceres Works covered loading bays. The wall of the covered loading bays of the Ceres Works can be seen on the canal edge running up to Lock No. 8 and forming the side boundary to a number of industrial units facing onto Crown Lane. The northern section of this wall has been affected by development of scrub and is partially collapsed. An area of canalside between the former loading bays and Jordan’s Bridge is currently enclosed by painted hoardings, but contains two small historic canalside buildings, the earliest of which, appears to be shown on the 2nd Edition 6” to the mile Ordnance Survey map of 1903. Although the use of this building is uncertain it has the appearance of an industrial structure, including an arch headed window in its north facing gable, and may have been used by the canal company as a workshop or a small pumping house, recycling water on the lock flight. PHOTO 37 The canalside building at Lock No. 8. An area of woodland forms part of the boundary of the playing fields from south of Jordan’s Bridge up to the railway bridges with a gap where paths from Fox’s Lane enter through to the fields. To the west, the Wolverhampton Waste Incinerator forms a substantial canalside structure. Its chimney is prominent in views along the canal from both north and south and the site is now closed off from the canalside by a brick wall topped with railings and with gaps (filled by railings) to allow views through. The wall is built of red and blue brick with various decorative features (see photo). This treatment provides an interesting solution to provide a barrier that is secure whilst protecting the character of the canalside. In the circumstances (providing a boundary to a large waste processing facility) its design should be considered a success, although it would not be desirable to provide all employment land uses with similar boundaries. North of Fox’s Lane a large plot on Crown Street is occupied by a new building built to resemble a large industrial unit of late 19th century origin. This has various industrial features and a boundary treatment with some similarities to the waste incinerators but with railings to the canalside allowing views into the site. TWO PHOTOS 38 & 39 View looking over Lock 11 to the grouping of the GWR girder bridge and the LNWR viaduct. The sandstone wall to the right is the GWR embankment. (Early 20th century photograph reproduced with the permission of of Simon Dewey, photographer Fred Braybrook.) The grouping of the Stour Valley Line Viaduct at high level with the GWR girder bridges, which carried tracks into the Stafford Road Works, at lower level and the line of the canal below provides another very distinctive point on the canal the character of which is strongly affected by changes in light. From the north these are seen together with the listed Lock No. 12. The paint used on the steel plates of the northern girder bridge adds some brightness and colour to the scene. In the approach to this group from the south the arched head to a tunnel under the GWR line could be easily missed but is an interesting feature. The tunnel would probably not meet modern design guidelines but is an interesting historic feature. This is another location used for illegal drug taking. PHOTO 40 Green open space joins the canalside to the modern streetscape at the Wolverhampton Science Park. North of the viaduct another long, straight section of the canal allows views along the waterway and over Lock Nos. 12, 13 and 14 with an endpoint marked at the turn in the canal by a building in the Wolverhampton Science Park and with a ‘big sky’ beyond. The greenery of the towpath and foliage to either side of the canal add to the attractiveness of the waterway and canal locks. The chain link fence to the side of the canal however detracts from the visual amenity of this section of the canal and is currently unnecessary. It should also be noted that this section of the canal was constructed through the cut and fill method along the side of a hill and that the creation of some breaks in the hedgerow on the east side would allow views out to appreciate the views across the valley to the north east. Between the viaduct and Stafford Road land on the west side of the canal is in employment uses that do not provide an active frontage to the canal. The small canalside green open space just south of Stafford Road has been described above and represents a positive integration of the canalside with surrounding roads and spaces. It includes a small brick building, which may represent a small pumping engine house. North of Stafford Road is the site of a former smithy, wharf and former wharf manager’s house, which is a simple structure but has some historic interest. To the east, the towpath is separated from Jones Road by a low fence with a hedgerow or tree line. A gap, just north of Stafford Road provides a link between the two and access to a small shop or newsagents (the only shop next to the canal in the entire length of the BCN mainline through Wolverhampton) via a landscaped area with seats. A section of the towpath has been paved with blue brick paviours here, whilst larger trees next to Lock No. 16 herald some of the more rural parts in the character area to the north. Views out from the towpath include the terrace of early 20th century houses, some of which retain distinctive historic architectural features. The Oxley viaduct provides a dramatic focal feature to the north. PHOTO 41 View towards the Oxley Viaduct from Stafford Road Bridge. Local features • Entrances to infilled basins of Crown Iron Works • Towpath side walls of clinker blocks and fence of reused railway sleepers • Canalside wall of reused stone copings surmounted by ‘Spike Island’ metal tube fencing • Blue brick bull nosed copings to canal bank • Massive sandstone masonry of GWR railway bridge causeway including low, arch-roofed tunnel under causeway. • Building materials of former railway platforms include locally produced brick and reused ironworks clinker, a locally distinctive material; • Archaeological potential of railway structures in Fowlers Park including an early engine shed with associated coaling stage or water tower. • Views across Fowlers Fields to surrounding residential areas. • Bridge abutment just east of Jordan’s Bridge to road-over-rail bridge which formerly continued the route of Crown Street over the railway line; • Overlooking from early 20th century terraced housing at Jones Road; • Small wharf manager’s house at Gorsebrook Road.
PHOTO 42 Spike Island fencing on top of a wall constructed using wall copings giving a ‘dog’s tooth’ effect facing the canal. Negative features
The Cannock Road Bridge was rebuilt to carry modern road traffic over the canal but is an unattractive structure with high brick parapets that prevent views down to the canal from the road. The long tunnel underneath is an intimidating area;
Large area of derelict industrial land with unattractive boundary to the canal at Crown Street;
Use of bushes next to the canal at Fowlers Park and Wolverhampton Science Park for drug taking including scattered syringes and needles;
Loss of structural fabric from former loading bays at Ceres Chemical Manure Works;
Unnecessary and unattractive palisade fence alongside the canal at Coxwell Avenue;
Unattractive hoarding around small industrial unit next to Lock No. 8 and Jordan’s Bridge;
Damage to parapet and loss of material from Jordan’s Bridge;
Barbed wire to towpath side fence south of Stour Valley Railway viaduct.
The bridge at Stafford Road was widened to accommodate the modern dual carriageway. The long dark space, with a low roof and narrow path, is an intimidating space. The west facing parapet and railings are particularly unattractive, detracting from the effort to make the adjacent area an accessible canalside green open space.
Neither the railway turntable or platforms are clearly identified for their historic purposes, whilst both require remedial work to prevent loss of further fabric through weathering or colonisation by vegetation.
Poor condition of maintenance, low ceiling and lack of lighting in tunnel under railway embankment. PHOTO 43 Unattractive metal hoarding around disused buildings at Jordan’s Bridge.
INSERT MAP OF CHARACTER AREA 3 HERE OR SOMEWHERE IIN THE NEXT SECTION
Area 3 Oxley Viaduct to Aldersley Junction Principal features • The BCN Main Line; • The listed Oxley Viaduct • Aldersley Junction • The listed Birmingham Canal Locks Nos. 17 - 21; • The listed Birmingham Canal bridges at Dunstall Park, and Aldersley Junction • The listed Staffordshire and Worcestershire Canal Aldersley Junction Bridge. General character and townscape West of Oxley Viaduct there is a distinct change in character to a series of more open green spaces. The gravel surface of the towpath with green verges, a hedgerow boundary and small fields to the east and north of the canal contribute to a rural character. Looking south along the canal and the waterway, Oxley Viaduct is an imposing structure. PHOTO 44 The surroundings of the canal in character area 3 are more rural than the rest of the conservation area with green space either side. Immediately to the west of the viaduct, the area is relatively open with views across mown grass to the south at the public open space off Viaduct Drive. This open edge gradually becomes more overgrown and with a tree line developing well before the canal reaches Dunstall Park Race Course. In addition to the view east to the Viaduct, which has been noted above, there is a fine view west along the canal over Lock No. 17 and along the canal to Lock No. 18 where a bend leads the canal out of view. On the north side an access road is separated from the towpath by a low wire fence. This provides access to the entrance to the land of the railway maintenance depots at Oxley Sidings, although there is little evidence of their presence other than a formal security gate and road. The road also provides access to a small vehicle maintenance workshop in simple single-storey sheds in a compound surrounded by a wire fence. The access road is separated from the towpath up to Lock No. 18 by a hedgerow and forms a grassed track that is open to the small fields to the north. At Lock 18 the road runs alongside the towpath and both are seen as gravel paths snaking alongside the canal with grass verges. Both are divided from the fields to the north by a mature hedgerow. At Lock No. 19 the road and towpath diverge again with the former running above the level of the towpath on a bank that has a brick re-enforcing wall. The bank also supports a mature hedgerow and tree line with branches arching over the towpath and canal. On the off-side bank a similar tree line forms the boundary with Dunstall Park Race Course. Together the two walls of greenery enclose the canal corridor tightly. The curving line of the canal allows only short view lines and so both Locks No. 20 and No. 21 appear unexpectedly. The tranquillity of this area is remarkable given the location with a city, although this must be broken on race days or during busy activity in the railway depot. PHOTO 45 The lower stretch of the canal has a sylvan character. On the high level, the road passes the southern edge of the large triangle of green open space of fields, including extensive wildflower meadows. Part of this land is a reclaimed sewage works, although it was also used for allotments at an earlier date. Views across the fields take in swaying long grass but, rather unfortunately, have the modern sheds of the maintenance depot as an end-stop. The road reaches Aldersley Junction within a small woodland that has developed over the remains of the canal company buildings, which have been locally listed as a heritage asset. These have been landscaped to create a viewing platform looking down on the water, with railings around the top edge and benches that provide an ideal spot to watch wild birds in the surrounding trees. Lock No. 21 forms the terminus of the BCN Main Line. The worn brick paving alongside the lock is similar to that at Top Lock, binding the two sites together. The footbridge over the lower end of the lock currently leads nowhere, although it marks the site of the former tollhouse at the entrance to the canal. The bridge is narrower than any of the other, only wide enough for pedestrians or possibly horses. The copings of the bridge’s parapet retain the holes to mount lamps to light the junction. PHOTO 46 The grouping of Lock No. 21 with an area of historic paving and a roving bridge marks the end of the canal at Aldersley Junction. The junction is a broad water space surrounded by mature tree lines and lying within a cutting, creating a strong sense of enclosure. This is emphasised by the pinch points created by the bridges and the walls of former stable buildings. The Staffordshire and Worcestershire Canal’s bridge provides access to the Aldersley Recreation Grounds, another large and green open area. The Staffordshire and Worcestershire Canal continues in both directions with a relatively straight course and is also designated a conservation area. The views to the north are particularly noteworthy and have been described above. PHOTO 47 Old brick wall retaining the bank beside the towpath as the canal descends in a cutting. Local features
Archaeological remains of lock keepers cottages, stables and lodgings at Aldersley Junction
Green fields and meadows
Links to public green open space
Brickwork of banks and retaining walls
Important area of tranquil green space Negative features
Use of bushes within the Nature Reserve as a site for taking illegal drugs – evidence includes scattered syringes and tin foil;
Whilst the fields to the north of the canal are in a condition of ‘beautiful neglect’ it would be deleterious to allow these to become totally scrub covered and revert to woodland, their interest as small fields is a rare survival of the former agricultural landscape of the area.
Some parts of the nature reserve were used for fly tipping in the past, or demolition rubble from the former sewage works was left on site and in some areas may be dangerous.
5. Issues Positives Historic interest of the canal and canalside industries supported by buildings and structures reflecting the construction and development of both the canal and surrounding works and transport infrastructure;
An area of tranquillity providing alternative movement corridors with access points to surrounding roads and paths;
Views along the canal and out to the surrounding landscape;
A linear green space with waterside greenery of the towpath and on the canal’s off-side, including areas with ecological value;
Green open space on former industrial land next to the canal;
Surviving canal basins and wharfs illustrating use of the waterway;
Archaeological potential of surrounding industrial sites, railway structures and former canal basins;
Leisure opportunities – boating, walking, cycling, fishing;
Links to the wider canal system. PHOTO 48 The canal can be a beautiful location but is sometimes lonely or intimidating. Negatives Derelict condition of canalside land, particularly cleared site at Cross Street;
Loss of structural fabric from a listed canal bridge at Jordan’s Bridge;
Loss of locally distinctive industrial buildings, including frontage buildings and works’ boundary walls;
Lack of vegetation control on canalside structures, including wharfs, railway bridges and former covered loading bays;
Lack of active frontages and overlooking creating bland sections of canal and uncomfortable areas, this is exacerbated by evidence of vandalism, waste dumping and other crime;
Loss of activity to the canalside through security measures (e.g. closing up canalside doors and windows); Insensitive development adjacent to the canal or sterilising nearby areas due to neighbour issues;
Lack of opportunities for interaction between the canal and surrounding area, such as moorings or basins;
Areas of canalside with an isolated and intimidating atmosphere, partially due to low levels of activity and distance between access points;
Lack of promotion and interpretation of important canal and railway heritage;
Evidence of regular use of several canalside sites for illegal drug taking;
Intimidating and dark area under Stafford Road and Cannock Road Bridge and poor appearance of bridge parapets;
Lack of access to the canalside particularly between Little’s Lane and Cannock Road. Threats Lack of maintenance of canalside structures resulting in further loss of fabric, and potentially total loss of structures;
Buildings/features at risk: o Former Ceres Works Covered Loading Bays o ‘Spike Island’ fencing near Lock 14
Redevelopment that fails to integrate the canal as an area of activity with high quality landscaping, resulting in further areas of inactive frontage and negative impacts to views from the canal corridor;
Redevelopment that fails to enhance access to the canalside;
Dereliction of the waterway, including lack of vegetation control on canal, banks, towpath and bridges, littering and pollution;
Loss of viability of the waterway and loss of remaining basins and wharfs;
Loss of variety in the canalside as a result of new development that does not provide an active and varied frontage of high quality design to the towpath and waterway;
Spread of invasive species, such as Japanese Knot Weed seen at Fowlers Park. 6. Management proposals Conservation Area review 2012 The conservation area was reviewed and a new appraisal prepared during 2012 in the context of preparing evidence to inform the Stafford Road Corridor Area Action Plan. Public consultation too place between 19th September and 19th October that year. The results of the consultation were reported back to councillors on ????? when amendments to the appraisal, changes to the conservation area boundary and additions to the Local List were approved. In general the conservation area boundary is tightly drawn to include the features of the canal and its associated historical infrastructure that contribute to the historical and architectural interest of the waterway, along with features of the railway lines that intersect its course. A number of very small extensions were made to rationalise the boundary so that it included all of features such as canal locks and their overflow channels. A small canalside building just south of Stafford Road, with its surrounding green space, and another small building just to the south of Jordan’s Bridge were also included within the revised boundary. Photo 49 Canalside building at Stafford Road A more substantial extension was designated to include land at Fowlers Park containing the platform and railway engine turntable that lie on the western edge of the green parkland which forms the setting of the canal making a particularly positive contribution to the character and appearance of the canal in sharp contrast to the negative impact of the derelict former industrial land on the west side of the waterway. The Surviving wall of the covered loading bays of the Ceres Works just south of Crown Street and the Railway Turntable and Civic Engineers Platform at Fowlers Park and the former gas works boundary wall and ‘Spike Island’ tube fencing between locks 14 and 15 were added to the Local List of heritage assets. Guidelines for new development adjacent to the Wolverhampton Locks The adopted Black Country Core Strategy contains policies ENV2 and ENV 4 that require new development to protect and enhance the character and distinctiveness of the canals. The following guidance should be followed when designing new development that has the potential to change the character of the canal and its local environment, including opportunities to enhance its setting. Thoughtful use of the canal could provide opportunities to make new developments distinctive and provides other opportunities to add value to the development. Scale and positioning of new buildings The scale of buildings surrounding the canal makes a significant contribution to the character of the area, whilst their positioning strongly influences the enclosed or open nature of the canal. Some guidelines for the positioning of buildings relative to canalside areas in new development are set out in the Black Country Environmental Infrastructure Design Guidelines (pages 34-37). It is recommended that the scale of new buildings reflect the changing character of the development in the setting of the canal; from large scale industrial buildings in the south to more domestic scale buildings further to the north and, particularly, north of Stafford Road. North of Oxley Viaduct it would be desirable for any new development to be set well back from the canal in order to maintain the green setting of the waterway and towpath. This reflects the historic pattern of industrial development and provides opportunities to provide denser development near to the urban core of the city. Where development lies on the off-side of the canal, it may be possible for new buildings to run up to the water’s edge and this provides the opportunity to create some dramatic townscape in views along the canal, as well as providing interaction between the waterway and new development. In most cases it will be more appropriate to set new development back from the canal with intervening areas occupied by highways, footpaths or cycle-ways and landscaped open space, although development at the water’s edge should be used to provide points of interest and activity. New developments should avoid creating long, monotonous frontages to the canalside, instead providing blocks with numerous gaps providing permeability to spaces beyond. Nevertheless it is a characteristic of historic canalside buildings that they have a horizontal emphasis with ordered schemes of fenestration and this may be used as an inspiration for the design of new buildings. Redevelopment of the larger former manufacturing sites could reflect the history of industrial development by adopting formal grid patterns for new development. The public realm, public open space and green open space Enhancing access to the canal and towpath as a distinctive feature of the public realm with multiple sustainable benefits should be a key consideration of new development proposals. It is not desirable to construct a waterways ‘theme park’, however, areas of public realm within new development should be designed with consideration for their impact on the canal’s setting. Traditionally the canalside environment used robust, locally produced materials; paving of footpaths was kept to a minimum normally with only a narrow beaten gravel or cinder paths between grass verges with brick paving restricted to key areas that required reinforcing, This restrained use of materials should be born in mind when designing new public realm schemes. Towpaths often have a gently sinuous quality where they are kept free of grass by pedestrians (and historically horses) this should be reflected in canalside paths. Wharf areas featured larger areas of hard standing, with strongly defined edging to the canal, typically in bull-nosed brick or stone. Simple blue or red brick paviours would represent a good quality, local material for larger areas of paving on the canalside. New open space next to the canal should be designed with the security of users in mind, including provision of passive surveillance through overlooking from nearby properties and should avoid creation of potential hiding places. They should also have clearly defined points of access to the canalside; New development should maintain and enhance the mixture of character areas along the canalside, using areas of different building style and with changing relationships to the canal and towpath, including a mixture of varied step-backs, development at the water’s edge and green and hard landscaped areas of public realm or open spaces, even within single developments. Materials and style Red brick is the pre-eminent local material used on both industrial buildings and local housing. However, historic canal buildings elsewhere on the BCN include examples with timber-boarding and steel framed construction, providing some possible variety. Former industrial buildings often had detail added in contrasting colour (blue and white/buff) brick and featured iron framed windows with rounded arched heads and segmental brick arches above, often with smaller clerestory windows and vents above. These features might be reflected in the design of new buildings, albeit as a modern take on traditional forms and materials. Traditional roofing of industrial buildings near the canal provides potential inspiration for new developments using combinations of different materials including natural slates, glazing, plain tile and sheet materials. They are normally pitched but might include several angled planes or clerestory, or north lighting providing further potential influences to new design. Traditional canalside buildings generally have regularly ordered schemes of fenestration within long elevations, thereby providing rhythm in views. This could be used in new developments to create character and interest.
Character mix Regular changes in character provide rhythm and vibrancy to journeys along the canal corridor. These include areas of green open space, residential frontages and industrial/commercial sites, as well as redundant former industrial and transport land. New development should aim to build on the vibrancy of this changing character in order to avoid the development of a monotonous environment along the canal. Areas of different canalside character may be provided within individual development sites, potentially providing contrasting areas of green open space, commercial and residential areas and other formal open spaces next to the canal. New development should also reflect the general change in character along the regeneration corridor from the urban centre in the south to the greener, semi-rural surroundings as the canal approaches Aldersley Junction. Active frontages Where development has turned its back to the canal, the public access to the towpath has created security problems for businesses, requiring remedial measures such as installation of additional security fencing. Whilst this creates an unattractive canalside environment, it is often only partially successful in preventing unwanted access to premises. By incorporating the canal into the roadside environment and providing an active frontage to the canal, as has been achieved to some extent in the Wolverhampton Science Park or the more historic development at Jones Road. New development can enhance the canal corridor by providing more activity on the canalside and an element of passive surveillance. In return development benefits from the tranquillity and unique character of the historic canal. By addressing the canal new development can also avoid creating security risks whilst helping to reduce the intimidating character of some of the canal’s lonelier stretches. Avoiding the creation of side or rear boundaries alongside the canal should be a key design principle for new development. New developments could also provide canalside activity by providing temporary or permanent residential moorings on the canalside. This might include opening infilled basins or reusing former canalside wharfs. Other former basins could be reused as locally distinctive features within public open space, potentially also providing wildlife habitat. Cross Street Development Site PHOTO 50 Looking from the towpath next to Lock 6 towards the Cross Street development site. This section sets out principles that new development on the Cross Street redevelopment site should adopt in order to protect and benefit from the historic environment of the canal. The site has been identified as an employment development opportunity site in the Stafford Road Area Action Plan and covers some 2.6 hectares between Cannock Road and Cross Street. It contains land formerly occupied by the Crown Iron Works and The Ceres Works and is adjacent to the Wolverhampton Civic Amenity Site. It also includes the sites of at least two former canal basins, as well as the surviving wall of the Ceres Works’ former covered loading bays. New development of this site should provide an active frontage to the canal by incorporating the canal into a high quality open space serving the employment uses. This should provide a broad buffer between the canalside and new built elements. This does not preclude buildings occasionally running up to the canal edge to create points of interest in views north along the canal. The spacing of such buildings should be considered to create rhythm in view along the waterway and to frame areas of open space. This site has a long frontage to the canal, and without careful planning development could result in the creation of a monotonous frontage. To prevent this new development should be designed to create two or more distinctive frontages to the canalside by way of architectural style, varying materials or character of open space. The design of public open space in this development site should reflect the hard surfacing of the former wharfs and yards preserving an idea of a working waterside that will stand in contrast to the green open space of Fowlers Park to the east. Generally within this site greenery should be limited to well defined areas, such as mown grass for seating areas or pavement planted trees. Ideally tree planting would be used to provide rhythm in views along the canal. A greater expanse of green open space would be expected as landscaping in the south east along the Cannock Road edge of the site. New development should allow the opening of at least one of the former canal basins, for active use by canal boats, to encourage greater use of the waterway. Open spaces should be located to protect any unopened canal basins to preserve their archaeological remains and the potential to reinstate them in future. The design and materials of new buildings within the site should not aim to pastiche historical canalside buildings but could make use of distinctive local and canal related materials and details within a modern idiom. Ideally their design would emphasise the integration of transport systems and manufacturing in the past and future economy of the city. Roof plant such as ventilation, air conditioning, solar panel arrays or radio frequency antennas should be planned as integral to structures or otherwise hidden in order to prevent the appearance of untidy rooflines. New buildings should have an industrial scale, with a horizontal emphasis and detail added through the rhythm of schemes of fenestration or rooflines. Buildings facing the canal or Crown Street should be limited to three storeys in height to prevent an over powering impact on the pedestrian environment or the conservation area. One taller building could provide a landmark feature, but will need to be carefully designed to complement the surrounding landscape including the canalside. Ideally this would be located near the southern end of the site to provide articulation of new development to Cannock Road. The Wolverhampton Municipal Waste Incinerator provides a precedent for buildings up to five storeys to the north, although it would be important to avoid the creation of a street canyon at Crown Street. The development site provides opportunities to improve access to the canalside from Cross Street, Cannock Road and Crown Street. Access to the canalside should be created from Cannock Road, whilst a minimum of two pedestrian and routes through to the canalside should be created from Cross Street. Opportunities for enhancement Promoting the identity of the canals Proposals for new development should promote awareness of the canal as a distinctive feature of the local landscape. Proposals that include schemes that utilise the canalside in delivering the public art contribution will be encouraged subject to provision for future maintenance. A recent example of good practice is the art project by local schools to create plaques mounted on canal bridges in the Monmore Green area of the city to highlight the historic role of the canal, whilst providing an attractive new feature in the landscape. Public art could be integral to buildings as decorative details contributing to the public realm or include the restoration and reinstatement of canalside infrastructure that provides interpretation of the canal’s industrial history and communities, in addition to formal works of art. The deeply grooved cast iron rollers and rubbing plates on the bridge arches along the canal, or the remains of the railway turntable provide two potential sources of inspiration for public art. Improved signage of routes using the canal and identification of former canal basins and wharves in the naming of new routes would help to raise awareness of the canal, which is often hidden from the surrounding townscape. PHOTO 51 Recent canalside public are near Monmore Green outside the conservation area.
Improving access to the waterside The canal was originally built to serve large industrial sites and further industrial developments were built along its course. Their access to the canalside was normally via their own wharfs and basins, rather than from surrounding roads and, as a result many nearby residential areas have little access to the canalside environment. Following the decline in use of the canal for industrial transport access to the canal has been considerably reduced. Proposals for new development should seek to create better access and views to the canal both for new developments and existing communities , including access to both the towpath and areas on the off-side. Enhancing the tourism offer of the canals The BCN Main Line has the potential to be a popular route for tourists on route from central Birmingham to the Staffordshire and Worcestershire Canal. There is potential for an attractive ‘ring’ route via Stourton, Kinver and the Stourbridge and Dudley Canals. However, it was noted during survey that there are few opportunities along the canal for boaters to stop and access local services within Wolverhampton or any of the other settlements along this part of its course. The Little’s Lane moorings (in the former Victoria Basin) are the only readily accessible serviced moorings on the entire route of the BCN through Wolverhampton . New development provides an opportunity to restore access to the canal and use of the waterway, especially where former industrial sites with infilled basins are the subject of proposals. Proposals for new development should exploit opportunities to create secure short-term moorings and other services for boaters.
PHOTO 52 A cruise boat approaching Lock 8 and Jordan’s Bridge Potential for residential moorings and canalside businesses A market for more permanent residential moorings has developed elsewhere and can provide an, albeit limited, alternative source of affordable housing. Proposals for new canalside development should explore the potential for creating new, secure permanent moorings as a positive use of the canalside in partnership with the Canal and River Trust. There are sites with potential for creation of new residential moorings in or accessed from all three character areas. However, it will be necessary to combat the negative image of the canal and the potential for crime within unmonitored areas if these are to be successful. These include the greater length of the former Victoria Wharf, which now runs under the yard of warehousing at Great Western Street, the former Cannock Road Wharfs, basins on the former sites of the Crown Iron Works and the Ceres Works or the former wharf off Gorsebrook Road. Alternatively, these former wharfs present opportunities for establishing businesses benefitting from trade associated with the canal, including boat yards, boat provender suppliers, canal side restaurants or short term moorings. Management of other issues in the conservation area Preventing anti-social and illegal activity Some of the more secluded areas bushes and thickets next to the canal have been used as concealed locations for illegal drug taking, whilst other areas have been negatively affected by graffiti. Creating active frontages with passive surveillance, as well reducing the screening influence of greenery will be essential to reduce the attraction of these areas for drug taking. Some clearance and management of bushes and scrub at Fowlers Park, Coxwell Avenue and the Nature Reserve at Aldersley Junction could help to reduce the potential for hidden activity in these areas. Clearly a wider solution is needed to prevent this issue. Harnessing the creative urges of graffiti artists public art on the unattractive concrete embankment just north of Little Lane Bridge might help to reduce the urge to tag more interesting historic structures such as the nearby interesting historic bridge. Removal of unattractive fencing The Council will aim to work with property owners and the Canal and RIver Trust to remove unnecessary fencing and improve untidy boundary treatments alongside the towpath to enhance the appearance of the canalside. 7. Implications of conservation area designation Designation as a Conservation Area brings a number of specific statutory provisions aimed at assisting the “preservation and enhancement” of the area. These are as follows: The local authority is under a general duty to ensure the preservation and enhancement of the Conservation Area, and has a particular duty to prepare proposals (such as Conservation Area Appraisals or grant schemes) to that end; In the exercise of any powers under the Planning Acts with respect to any buildings or other land in a Conservation Area, the Council must take into consideration the desirability of preserving or enhancing the character or appearance of that area; Extra publicity is given to planning applications affecting Conservation Areas. This is usually achieved through the use of advertising in the local newspaper; Conservation Area Consent is required for the demolition of most unlisted buildings and boundary walls in a Conservation Area and the local authority or the Secretary of State may take enforcement action or institute a criminal prosecution if consent is not obtained; Written notice must be given to the Council before works are carried out to any tree in a Conservation Area; The display of advertisements may be somewhat more restricted than elsewhere; The Council or the Secretary of State may be able to take steps to ensure that a building in a Conservation Area is kept in good repair (similar to the powers which protect listed buildings); Limited financial assistance may be available for the upkeep of a building in the Conservation Area through grant schemes with English Heritage or the Heritage Lottery Fund, (though these are usually targeted to areas of economic deprivation). It is recommended that any proposals for new development or alterations of existing buildings in a Conservation Area should be discussed with a planning officer at the Council before commencing work on site. Telephone enquiries should be made to Planning (01902) 556026.
Bibliography and maps A History of Wolverhampton, C. Upton (Phillimore) 1998 A History of Wolverhampton to the Early 19th Century. G. P. Mander, 1960 A Plan of the Navigable Canal from Birmingham in the County of Warwick to Aldersley near Wolverhampton in the County of Stafford 1771 An Historical Survey of Greta Western railway Sheds 1937-1947. E Lyons, 1972 Conservation Areas: A Brief Guide and List of Conservation Areas in the City of Wolverhampton (copies available from the Historic Environment Service at the City Council). Desk based assessment of the Birmingham Main Line Canal, Wolverhampton Level (also called Old Main Line), Wolverhampton and Sandwell, West Midlands. British Waterways Heritage Recording Project, 2004. Desk-based Assessment at Fowler’s Playing Fields, adjoining Wolverhampton Locks, Birmingham Canal, near Cannock Road, Wolverhampton (unpublished archaeological report). M. Cook, 2007 Images of England: Bilston, Tettenhall and Wednesfield. M. Wills and T. Williams. 1998 Map of the County Of Stafford . William Yates.1775 Mapping the Past: Wolverhampton 1577-1986. M. Mills, 1993 Ordnance Survey Map 1889, 1919, 1938 Oxford, Worcester and Wolverhampton- Portrait of a famous route (pt 2) B Pixton,2004 Rail Centres: Wolverhampton. Paul Collins 1990 The Birmingham Canal Navigations. R. Shill, 2003 The Heyday of Steam: West Midlands. J Bucknall 1996 The Natural History of Staffordshire. Dr R. Plot. 1686 Wolverhampton Canalside Quarter Corridor Conservation Plan. British Waterways, 2005 Wolverhampton History and Heritage website at www.localhistory.scit.wlv.ac.uk Wolverhampton Railway Album Vol 1. S Dewey & N Williams 1978 Wolverhampton Tithe Map 1842
With special thanks to Simon Dewey who provided numerous corrections and comments on the history of the railways contained in the consultation draft of the appraisal. © Crown copyright and database rights 2013 Ordnance Survey 100019537 © Historic maps are copyright the Landmark Information Group. © Archive photograph page ?? Wolverhampton City Council © Archive photographs pages ?? ?? Simon Dewey
Other sources of information and advice
Historic Environment Service Education & Enterprise Wolverhampton City Council Civic Centre St. Peter’s Square Wolverhampton WV1 1RP Tel: 01902 555625 / 555622 / 555617 www.wolverhampton.gov.uk/conservation For information and advice about Conservation Areas in Wolverhampton.
English Heritage – West Midlands Region The Axis 10 Holliday Street Birmingham B1 1TG Telephone: 0121 625 6820 http://www.english-heritage.org.uk/ For further information relating to the protection listed buildings and conservation areas in England.
The Victorian Society 1 Priory Gardens Bedford Park London W4 1TT Tel: 020 8994 1019 http://www.victoriansociety.org.uk/ For the “Care for Victorian Houses” leaflet, etc.
The Society for the Protection of Ancient Buildings (SPAB) 37 Spital Square London E1 6DY Tel: 020 7377 1644 http://www.spab.org.uk/ For an excellent range of technical advice leaflets.
Inland Waterways Association Island House Moor Road Chesham HP5 1WA Tel: 01494 783453 https://www.waterways.org.uk/ An organisation who have campaigned for the use, maintenance and restoration of Britain’s waterways since 1946
Canal & River Trust Peels Wharf Lichfield Street Fazeley Tamworth Staffordshire B78 3QZ http://canalrivertrust.org.uk/
Tel: 01827 252000 The organisation responsible for the management of many of the country’s waterways. Recent publication England’s Historic Waterway’s provides guidance on designing high quality developments in canalside locations.
SITE OF LOCK NO.6 CROWN GALVANISING RAILWAY WORKS SLEEPER FENCE
CANNOCK ROAD CROSS STREET CROSS
SEATING LOCK NO.5 AREA
LOCK NO.4
LNWR RAILWAY BRIDGE
Wolverhampton City Council
Wolverhampton Locks SPRINGFIELD Conservation Area BREWERY LOCK NO.3 CONSERVATION AREA Character Area 1
FORMER Not to scale GWR GOODS STATION Conservation Area Boundary
Proposed Conservation Area Extension
Springfield Brewery Conservation Area LOCK NO.2 Canals and Basins in Water
Recorded Basins with Potential GREAT WESTERN ROAD
for Reinstatement GOODS STATION WEIGHBRIDGE Listed Buildings CONCRETE EMBANKMENT Buildings of Townscape Merit LITTLES LANE BRIDGE Prominent Trees LOCK NO.1
LITTLES LANE LOCK Important Views KEEPERS’ VICTORIA AREA OF COTTAGES BASIN BRICKSETT Access to the Canals PAVING
Public Green Open Space
Proposal Site SRR Crown St. / Cross St.
This map is reproduced from Ordnance Survey material with the permission of Ordnance Survey on behalf of the Controller of Her Majesty's Stationery Office © Crown copyright. Unauthorised reproduction infringes Crown copyright and may lead to prosecution or civil proceedings. (100019537) (2011). WOLVERHAMPTON SCIENCE PARK
COX WE LOCK NO.16 LL R O A D
LOCK NO.15 LOCK NO.14
LOCK NO.13
LNWR VIADUCT LOCK NO.12
GWR RAILWAY BRIDGES TUNNEL UNDER RAILWAY Wolverhampton City Council LOCK NO.11 CLINKER FOWLERS FIELDS WALL Wolverhampton Locks Conservation Area FOX’S LANE BRIDGE Character Area 2 LOCK NO.10
FOX’S STREET RAILWAY TURNTABLE Not to scale
Conservation Area Boundary STREET CROWN
WOLVERHAMPTON Proposed Conservation Area Extension INCINERATOR ROAD-OVER-RAIL- JORDAN’S BRIDGE BRIDGE ABUTMENT Springfield Brewery Conservation Area BRITISH WATERWAYS BUILDING Canals and Basins in Water LOCK NO.8
Recorded Basins with Potential COVERED for Reinstatement LOADING BAYS
Listed Buildings LOCK NO.7 RAILWAY PLATFORMS Buildings of Townscape Merit SITE OF CERES WORKS Prominent Trees SITE OF CANNOCK ROAD JUNCTION Important Views SITE OF LOCK NO.6 CROWN GALVANISING RAILWAY Access to the Canals SLEEPER WORKS FENCE
Public Green Open Space CANNOCK ROAD
Proposal Site SRR Crown St. / Cross St. STREET CROSS SEATING LOCK NO.5 AREA This map is reproduced from Ordnance Survey material with the permission of Ordnance Survey on behalf of the Controller of Her Majesty's Stationery Office © Crown copyright. Unauthorised reproduction infringes Crown copyright and may lead to prosecution or civil proceedings. (100019537) (2011).