CEN/P5.1/TOW
Townscape Main Proof of Evidence Michelle Bolger
Reference Document: CEN/P5.1/TOW
The Midland Metro (Birmingham City Centre Extension Land Acquisition and Variation) Order
Michelle Bolger CMLI, Dip.LA, BA (Hons) LA, PGCE, BA (Hons) Eng, Gillespies LLP
Townscape and Visual Impact
Main Proof of Evidence on behalf of the Applicants
Date 16 th October 2014
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
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Contents
1 Introduction 4
2 The Existing Townscape 10
3 Townscape and Visual Impact 19
4 Alternative Routes 40
5 Objectors 44
6 Summary and Conclusions 47
Exhibits
Exhibit 1 Townscape Zones
Exhibit 2 Extract from 80-83 New Street Birmingham, Historic Impact Assessment, November 2013 Rev B
Exhibit 3 Precedents for Trams within Historic City Centres
Exhibit 4: Extracts from Draft Centro Midland Metro Street Design Guide, 2005.
Exhibit 5: Illustrative Visualisations
Exhibit 6: Selection of Gillespies Landscape Details drawings OX4500-20-411-C Landscape Details Typical OLE Column OX4500-20-420-E Victoria Square Step & Seating Step Details OX4500-20-421-E Hill Street Step & Seating Step Details OX4500-20-422-E Landscape Details Supercuts Step Details OX4500-20-424-F Victoria Square Wall Modification OX4500-20-425-D Queen’s College Chambers Retaining Wall OX4500-20-430Victoria Square Step & Seating Step Details OX4500-20-GA-112-E Victoria Square Tram Stop Detail and Section OX4500-20-GA-113-F Centenary Square Tram Stop Detail and Section
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1 Introduction
1.1 Qualifications and Experience
1.1.1 My name is Michelle Bolger. I am a Chartered Landscape Architect and a Senior Associate of Gillespies Landscape Architects. I have a degree and a Diploma in Landscape Architecture from Greenwich University and I am a Member of the Landscape Institute. I also have a degree in English from Durham University and a PGCE from London University. I am a Trustee of the Landscape Institute and Chair of the Education and Membership Committee.
1.1.2 Gillespies is a major Master-planning Landscape and Urban Design consultancy and is one of the UK’s foremost independent landscape design practices with over 100 qualified staff. We have a strong international and domestic record in helping to deliver successful complex public realm and urban streetscape schemes including transport and metro transit systems.
1.1.3 I have worked on a range of multi-disciplinary projects and prepared Landscape/Townscape and Visual Impact Assessments (L/TVIA) to accompany planning applications for proposals including highways, residential, leisure, commercial, energy related and enabling developments. These assessments have been prepared both as standalone documents and as part of an Environmental Impact Assessment.
1.1.4 During the last ten years I have presented evidence at appeal, call-in and local plan inquiries on behalf of Appellants, Local Planning Authorities and local action groups with regard to the landscape/ townscape impacts of proposal for commercial, minerals, residential, and wind energy developments.
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1.2 The Proposals
1.2.1 As set out in detail in the evidence of Peter Adams BSc, MICE, MCIHT (CEN/P1.1/SCH) the current proposals are concerned with the extension of the Centro Midland Metro that current runs between Wolverhampton and Birmingham Snow Hill Station. The proposed extension, which runs through the centre of Birmingham to Edgbaston, is known as the Birmingham City Centre Extension (BCCE). (See Exhibit 2 of Peter Adams’ Appendix A CEN/P1.1/SCH)
1.2.2 Section 4 of Peter Adams evidence sets out how following a public inquiry in 2003-4 a Transport and Works Act Order (TWAO) was granted for the BCCE, the Midland Metro (Birmingham City Centre, etc) Order 2005 (the 2005 Order) (CD 02). The Inspector’s Report to the First Secretary of State and the Secretary of State for Transport (CD 22) is referred to in my evidence as the 2005 Order Inspector’s Report.
1.2.3 Section 5 of Peter Adams evidence sets out how funding for and implementation of the BCCE has been progressed. The first section of the BCCE, from Birmingham Snow Hill Station to Birmingham New Street Station, (Line 1 to New Street Station) is currently under construction. The next section of the BCCE, from Stephenson Street to Centenary Square is known as Centenary Square (CSQ) and is the subject of this inquiry. The final section from Centenary Square to Edgbaston is known as the Edgbaston Extension.
1.2.4 The current application includes a variation to the 2005 Order required as a consequence of the Paradise Circus Redevelopment (PCR). The comprehensive redevelopment of Paradise Circus has enabled significant improvements to be made to the route of the CSQ which are set out in the evidence of Peter Adams (Paragraph 7.4). The limits of deviation are shown on The Order Works Plan (CC 04). My evidence addresses townscape issues along the whole length of the CSQ including areas outside of the limits of deviation.
1.2.5 The extent of the CSQ is shown on Exhibit 1 to this proof
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1.3 Gillespies Role in the Project
1.3.1 Gillespies has been involved in the BCCE since 2004. Our role within the wider project team has included: a) Spatial overview – Identification of character principles for the series of streets and spaces that make up the route and consideration of how these fit in with the overall city centre structure and layout.
b) Landscape/townscape character review and advice to assist consideration of streetscape setting to maintain existing or improve character through use of materials and layout.
c) Design coordination input at interfaces with adjacent developments and existing/ proposed spaces, e.g. Centenary Square interface principles.
d) Strategic design analysis – to guide the engineering and coordinated disciplines approach, e.g. location of Iron Man statue, levels input.
e) Ensure the entire BCCE has a consistent but not uniform approach/ design language e.g. as a series of squares, streets and nodes.
f) Develop approach to use of materials that reflects differences in character, in particular the difference between areas with historic or contemporary character.
g) Preparation of soft works proposals to be consistent with Birmingham City Council’s (BCC) streetscape strategy, including tree planting proposals to mitigate removal of existing trees where possible.
1.3.2 Gillespies did not prepare the Landscape and Visual Impacts Chapter of the 2003 Environmental Statement (ES) that was prepared to support the application for the 2005 Order (2003 ES). The 2003 ES, which is included as an appendix to the 2013 ES (CD 14 Volume 2A), covers the whole extent of the BCCE. Gillespies did not prepare the Townscape and Visual Amenity Chapter of the 2013 ES (CD 13) that was prepared to support the Order. The 2013 ES only considers the limits of deviation and contains a comparative assessment of the impacts of the 2005 Order and the Order. The 2013 ES includes a consideration of committed developments (including highways and
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metro related schemes) that have occurred since the 2003 ES for both assessments.
1.3.3 I have read both chapters along with the accompanying Figures and Technical Appendices. I concur with the overall conclusions of both assessments, although not necessarily with every individual conclusion, and they should be taken as forming part of my evidence.
1.3.4 The methodologies used in both the 2003 and 2013 chapters were based on the Second Edition of the Guidelines for Landscape and Visual Impact Assessment, 2002 prepared by the Landscape Institute/Institute of Environmental Management and Assessment. The methodology I have used in preparing this evidence is based on the Guidelines for Landscape and Visual Impact Assessment, Third Edition 2013 (GLVIA3). However with regard to current assessment there has been no change to the underlying principles.
1.3.5 I consider that both the 2003 ES and the 2013 ES were adequate with regard to the identification of significant townscape and visual impacts.
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1.4 Scope of Evidence
1.4.1 My evidence covers the landscape/townscape design aspects of the Order. Due to Gillespies long term involvement in the BCCE, we have an understanding of how the landscape proposals have evolved and the constraints and considerations that have been taken into account during that process. Many aspects of the landscape proposals, such as defining streetscape levels and kerb alignment are guided by technical constraints and the fixed parameters of the development e.g. maximum gradients that the selected vehicle can travel up and minimum radius for turning.
1.4.2 With regard to the Statement of Matters (X2) issued by the Department for Transport TWA Orders Unit issued on 23 rd September 2014, my evidence addresses the following items: • 5. The likely environmental impacts of the constructing and operating the revised tramway alignment on townscape and visual amenity • 6. The measures proposed to mitigate any adverse impacts of the proposals including measures to avoid, reduce or remedy adverse environmental impacts and whether any adverse impacts would remain after mitigation. • 7. The adequacy of the Environmental Statement with regard to townscape and visual matters (addressed above).
1.4.3 My evidence provides details of the townscape and urban design proposals to assist the Inquiry in understanding how the CSQ would affect the existing Birmingham townscape character. My evidence deals exclusively with the townscape implications of the proposals and should be read alongside the evidence of others, in particular the evidence of: • Chris Surfleet MA MSc PG Dip UD IHBC whose evidence concerns the impact of the proposals on heritage assets including the Conservation Area (CEN/P4.1/CUL). • The evidence of Gavin Last BSc, CEng, MICE, MCIHT. which deals with the technical aspects of the metro route and infrastructure including operational constraints with regard to levels, alignment and kerb positions. (CEN/P3.1/ENG).
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Where appropriate I quote from the evidence of others for ease of reference.
1.4.4 My evidence concludes that the Order would be appropriate and well designed. The Order will also offer opportunities to enhance the existing townscape character of Birmingham City centre. I consider that the proposed Order is the best alignment for the CSQ in townscape and visual terms.
1.5 Declaration of truth
1.5.1 I confirm that I have made clear which facts and matters referred to in my evidence are within my own knowledge and which I confirm to be true. The opinions I have expressed represent my true and complete professional opinion.
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2 The Existing Townscape
2.1 Introduction
2.1.1 The CSQ runs from Stephenson Street to Centenary Square. In the 2003 ES this section of the BCCE was covered by two Character Zones CZ2 Retail Centre and CZ3 Civic/Cultural Centre . (2003 ES Figure 6.6) Parts of CZ2 Retail Centre lie outside of the CSQ and are within the Line 1 to New Street Station section. The whole of CZ3 Civic/Cultural Centre lies within the CSQ.
2.1.2 For the purposes of my assessment I have drawn on the description of the CZs in the 2003 ES but I have also relied on my own site visits as there have been changes to the townscape since 2003. I have subdivided the CSQ into five distinctive Townscape Zones which are set out in MB Table 1 below, shown on Exhibit 1: Townscape Zones and described in the following sections.
2.1.3 The BCCE extends from the east to the west and my evidence has maintained this approach. It can sometimes be confusing as plans are more naturally read from left to right (west to east).
MB Table 1: Townscape Zones
Character Zones (2003 ES) Townscape Zones (My evidence)
CZ2 Retail Centre Stephenson Street
Pinfold Street
CZ3 Civic/Cultural Centre Victoria Square
Paradise Street and Paradise Circus Queensway
Centenary Square
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2.1.4 Much of the CSQ lies within the Colmore Row and Environs Conservation Area (Colmore Row CA). A conservation area appraisal was undertaken and the Colmore Row and Environs Conservation Area Character Appraisal and Supplementary Planning Policies (CD 38) was adopted as a Supplementary Planning Document to the Birmingham Plan on 21st December 2006. Impacts on the character, appearance and setting of the Colmore Row CA are dealt within in the evidence of Christ Surfleet. However there is an inevitable overlap between townscape impacts and impacts on the Colmore Row CA. The extent of the CA is shown on Exhibit 1 and is referred to in the descriptions below.
2.2 Stephenson Street
2.2.1 There have been significant changes to Stephenson Street since the 2003 ES with the redevelopment of New Street Station / The Palisades Shopping Centre. The new stainless steel cladding to the Gateway project (as it is known) at New Street Station designed by Foreign Office Architects has already become a very striking addition to Birmingham’s townscape and reflects light into Stephenson Street. Construction of the Line 1 to New Street Station extension is underway and the eastern section of Stephenson Street is now closed to vehicular traffic. The CSQ begins west of the proposed new tram stop at New Street Station.
2.2.2 West of the new tram stop Stephenson Street is fronted on both sides by retail buildings with an attractive red brick block to the south defined by Stephenson Street, Navigation Street and Pinfold Street. The southern boundary of the Colmore Row CA runs along Stephenson Street in front of New Street Station (which is excluded from the CA) but then swings south to include the whole of the attractive triangular red brick retail block. (See Exhibit 1).
2.2.3 Stephenson Street meets Pinfold Street at the junction with Ethel Street. Ethel Street is a relatively wide pedestrianised street with active shop frontages, leading north to New Street, one of the main city centre shopping streets. The feature red brick paving pattern on Ethel Street is also found elsewhere throughout the city centre.
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2.2.4 From this junction, which lies on the edge of the CA, there is a marked difference between the areas within and without the CA. To the south west is a car park and a line of single storey offices associated with the post office that have a temporary appearance. Beyond that can be seen railway infrastructure and New Street Station. The result is a lack of containment and a poor quality edge to the CA. In contrast the views east along Stephenson Street, north up Ethel Street and north west up Pinfold Street are all well defined by the urban form and contain a significant proportion of historic buildings, both listed and unlisted.
2.3 Pinfold Street
2.3.1 Pinfold Street is one of the few streets that has retained its pre 19th century alignment. Originally one of the routes into the city from Dudley along Dudley Street and Peck Street. The direct connection was severed with the coming of the railway and Peck Street was lost to New Street Station. Pinfold Street has subsequently become a quiet street. There is no through vehicular traffic and despite the location of the Post Office towards the northern end there is limited pedestrian traffic during the middle of the day although it is busy during rush hour with commuters travelling to and from New Street Station.
2.3.2 Compared to the surrounding roads Pinfold Street is a relatively narrow road, rising steeply to the north, with active street frontage on the eastern side of the street. This frontage is part of a triangular block of Grade II listed buildings with frontages on New Street, Pinfold Street and Ethel Street. Most of the buildings on Pinfold Street are listed with the New Street address as the buildings were originally designed to run through from New Street to Pinfold Street. The frontages on Pinfold Street are likely to have originally been secondary entrances and the internal ground floor level levels are generally below the level of Pinfold Street itself. (See Exhibit 2 Extract from 80-83 New Street Birmingham, Historic Impact Assessment, November 2013 Rev B, and Colmore Row and Environs Conservation Area - Pinfold St, Victoria Square & Paradise St Historic Impact Assessment, November 2013 RevB by Howl Associates, CD 43).
2.3.3 The western side of Pinfold Street which has been redeveloped in the last 25 years does not have an active frontage for most of its length containing only
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garage access and a fire exit. However, towards the northern end of the western side is the entrance to the Post Office. The entrance is set back from the building line with a forecourt, for people using the post boxes or queuing for the post office, set back from the pavement.
2.3.4 The northern end of Pinfold Street is formed by the side of Victoria Square House. Victoria Square House was built as Birmingham’s General Post Office in 1891. A detailed description of the significance of Victoria Square House can be found in the evidence of Chris Surfleet. Victoria Square House faces Victoria Square with the eastern frontage on Pinfold Street and the western frontage on Hill Street. It is a good example of an ‘end building’ typical of Victorian Birmingham.
2.3.5 Victoria Square House and the facing 80-83 New Street together form an attractive end to Pinfold Street. They frame the striking view of the Grade II* listed Council House and its 1885 clock tower (Big Brum) which can be seen to the north. The relatively steep slope of Pinfold Street, and the consequent elevation of the Council House emphasises its importance. The wall of the planting bed which forms part of the fountain (the fountain wall), in the1990’s redevelopment of Victoria Square, is however rather dominant from Pinfold Street due to the elevation.
2.3.6 Currently street furniture within Pinfold Street consists of heritage style light columns and parking bays on the western side. On the eastern side there are bollards and a number of A-frame advertising signs outside the businesses. The adverts contribute to the sense of an active frontage although the parked cars and the bollards give a slightly cluttered appearance and detract from the view towards the Council House and the clock tower.
2.3.7 All of this section of the CSQ lies within the Colmore Row CA.
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2.4 Victoria Square
2.4.1 The 2003 ES Character Zone 3 Civic/Cultural Core began at Victoria Square and included Paradise Street and Centenary Square. These three areas are considered in my evidence as three separate Townscape Zones.
2.4.2 Victoria Square is considered Birmingham's central focal point and is one of the key civic spaces. It is contained by the Council House to the north and the Town Hall to the west with Victoria House Square to the south. Colmore Row, Waterloo Street and New Street all feed into the Square from the east. Victoria Square is described in the 2003 ES as ‘ an urban space of the highest quality, which has a civic character that complements the surrounding listed buildings. ’1 Victoria Square is the location for both the original statue of Victoria and more recent sculptures including the central water feature by Dhruva Mistry and Anthony Gormley’s Iron Man. Victoria Square is located at one end of New Street, Birmingham’s’ primary retail street. At the other end is the Bull Ring. Together the threes spaces have been described as the city centre dumbbell.
2.4.3 Central to the history of Victoria Square is its dynamic nature. Originally known as Council House Square it was occupied for most of the 19 th century by Christ Church which was demolished in 1899 and replaced with the Christchurch Buildings, a block of shops and offices which were later known as Galloway’s Corner. These buildings were demolished in the 1970s and a grassed open space created. The current Victoria Square is the result of major redevelopment in the 1990s which included full pedestrianisation of the Square.
2.4.4 The 1990’s redevelopment is more closely related to the Council House than to any of the other surrounding buildings/ streets. A route from New Street crosses the square and then turns north along the eastern side of the Town Hall leading to Chamberlain Square. It is defined by a change in levels and a series of steps. This change in level serves to separate the Town Hall from the main body of Victoria Square rather than include it. As mentioned above the fountain wall within Victoria Square is rather prominent from Pinfold Street from where it obscures some views of the
1 2003 ES Page 157-8
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2.4.5 Council House. It also obscures some views of the Town Hall from New Street. However these are minor detractors and do not prevent Victoria Square from being a very attractive and successful civic space.
2.4.6 Victoria Square is a busy through route for pedestrians but it is also a destination, for visitors and locals, and on fine days it is full of the city’s workers enjoying lunch.
2.4.7 All of the Victoria Square section of the CSQ lies within the Colmore Row CA.
2.5 Paradise Street and Paradise Circus Queensway
2.5.1 Paradise Street runs west from Victoria Square along the southern frontage of the Town Hall. Historically Paradise Street was one of the key civic streets. The 1892 OS map ( Colmore Row and Environs Conservation Area - Pinfold St, Victoria Square & Paradise St Historic Impact Assessment , November 2013 RevB by Howl Associates, CD 38 Page 9) shows the Birmingham and Midland Institute to the north of Paradise Street, west of the Town Hall, with the Old General Post Office and Queens College Chambers, Grade ll, listed to the south.
2.5.2 Unfortunately development of the inner ring road in the 1960s/70s resulted in the demolition of the Birmingham and Midland Institute and the creation of a busy traffic route along the western side of the Town Hall; Paradise Circus Queensway a ring road that surrounds Paradise Circus. The Colmore Row CA boundary runs along the western boundary of Queens College Chambers, the frontage of which has survived, and down the centre of Paradise Circus Queensway (eastern arm), excluding all land to the west. (See Exhibit 1).
2.5.3 Paradise Street which now ends at the junction with Paradise Circus Queensway has become a very short section of road with the Town Hall to the north and a fairly bland new office block 1 Victoria Square to the south. Two lanes of one-way traffic on Paradise Street approach from Hill Street to the south and join Paradise Circus Queensway to the west. There is a generous pavement to the south of the Town Hall with a narrow band of Yorkstone paving and the remainder laid to standard redbrick pavers. However the area is enclosed by steel black painted railings/ pedestrian guardrail due to a drop in levels between the pavement and the roadway (approx. 300mm to the east
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and 500mm to the west). There is a further barrier – a low wall with a black steel railings to the south of the road and another drop in level of approx. 600mm to the pavement in front of 1 Victoria Square. There is a pavement between this wall and the front of 1 Victoria Square. The level change and the low wall result in a visually uncomfortable relationship.
2.5.4 Given the civic significance of the Grade I listed Town Hall, Paradise Street currently provides a less than satisfactory associated public realm. The very busy 4-lane Paradise Circus Queensway that lies to the east is even more unsatisfactory. As noted above although the successful public realm at Victoria Square lies to the west it tends to relate more directly to the Council House with the area alongside the Town Hall acting as a pedestrian through route.
2.5.5 A major redevelopment of Paradise Circus (PCR) is currently underway . A separate, much smaller, development is taking place to the south of Paradise Street (Beneficial Buildings). The PCR has allowed a realignment of the route of the CSQ and the limits of deviation start to the west of the Town Hall. Almost all of the limits of deviation lie outside the Colmore Row.
2.5.6 Due to the PCR and other committed developments the existing townscape, which is generally of poor quality (as identified in the 2003 ES 2), and dominated by traffic will have changed considerably in any likely future baseline. Key townscape elements that will be retained are Queens College Chambers to the south side of Paradise Street just before it joins Paradise Circus Queensway, and the Alpha Tower a recently listed (July 2014) 1970’s office block that lies to the west of the limits of deviation and of Paradise Circus Queensway.
2.5.7 The Alpha Tower is located in a former canal basin and is at a lower level than Paradise Circus Queensway and Broad Street which lie to the north. The change in level is achieved by a significant retaining wall and this has the effect of visually and to some extent aurally separating the pedestrian area and gardens surrounding Alpha Tower from the busy road network. There is a peaceful landscaped and pedestrianised plaza surrounding the Alpha Tower described in the 2003 ES as ‘ of high quality ’3. Adjacent to Paradise Circus
2 2003 ES Page 158 3 2003 ES Page 158
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Queensway and Broad Street there are landscaped terraces including mature trees that help to reinforce the sense of separation between the plaza and the road network.
2.6 Centenary Square
2.6.1 The final section of the CSQ is located along Broad Street opposite Centenary Square. The 2003 ES described Centenary Square as having ‘high quality paving, furniture, street trees, sculptures and monuments surrounded by a Grade II listed building (Baskerville House) and some relatively modern buildings. Heavy pedestrian movement crosses this large open space.’ 4 The Square also contains the Grade II listed war memorial, the Hall of Memory. Since 2003 the new Birmingham Library has been designed by Architects Mecanoo Architecten and opened in 2013. It has rapidly become a landmark building for Birmingham. It has already won architectural awards and is shortlisted for the 2014 Stirling Prize. The new Birmingham Library has increased the quality of the townscape in Centenary Square, its role as a destination, and its consequent vitality.
2.6.2 The eastern end of the Square is separated from Broad Street by a series of semi-circular railings designed as part of an overall design for the Square undertaken in the1980s by the artist Tess Jaray. The western end of the Square which contains the Birmingham Repertory Theatre and the Birmingham Symphony Hall has no formal separation although a row of trees and benches continues along a similar line. The 2003 ES notes that trees within this area soften the built environment. The entire Square, building line to building line, is subject to an open international design competition, organised by the RIBA competitions office and BCC. Details of the competition are to be published at the end of Oct 2014 and this area is therefore subject to potential change.
2.6.3 Broad Street itself is a busy three lane highway. On the south side is the Grade II listed former Birmingham Municipal Trustee Savings Bank which is currently not in use. The proposed Arena Centre Development phase 1 includes redevelopment of the site to the west of the listed building with a
4 2003 ES Page 158
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reserved matters planning application being approved in 2014. The CSQ ends at the stop outside the former Birmingham Municipal Trustee Savings Bank. To the west of this stop is the Edgbaston Extension which is not the subject of this inquiry but which was considered in the 2003 ES and at the subsequent inquiry.
2.7 Conclusions
2.7.1 The CSQ passes through the civic heat of Birmingham which contains its most important 19 th century civic buildings. Over the last twenty years townscape developments, such as Victoria Square and the Birmingham Library, have brought significant improvements to the overall character and quality of the townscape. The 1970’s Paradise Circus Queensway which did such damage to the quality of the townscape, and the quality of the pedestrian experience is about to be redeveloped. These projects are being guided by the Birmingham ‘Big City Plan’ (CD37). (See evidence of Paul Ellingham CEW/P8.1/PLA).
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3 Townscape and Visual Impact
3.1 Introduction
3.1.1 Two sets of illustrative visualisations have been prepared for particularly sensitive locations along the route of the CSQ, one by Gillespies and one by Mott MacDonald. For ease of reference at this inquiry the two sets have been combined in a single document Illustrative Visualisations (Exhibit 5) and numbered sequentially. The Viewpoints that I refer to in my evidence relate to the visualisations in Exhibit 5.
3.1.2 The assessment of the townscape and visual impacts of the CSQ extension has two key elements. Firstly how the proposals will affect the overall townscape character and secondly how well the detailed design of the proposals will maintain or enhance the townscape quality. This is of particular importance where the route passes through the Colmore Row CA.
3.1.3 The principle of introducing, in some places reintroducing, trams into Birmingham city centre is sympathetic to the underlying character of the city. The city reflects ‘ Birmingham’s development from a prosperous market town into a great provincial city. In particular its buildings, streets and monuments exemplify a period of great achievement .’ 5 The period exemplified is the nineteenth and early twentieth century which is reflected in the quality and diversity of Birmingham’s architecture. 6
3.1.4 The movement, sense of urgency and vitality introduced by the trams is sympathetic to the sense of activity and movement associated with a great provincial city. It is unlike motor vehicle traffic because the trams are not constant and complete segregation between pedestrians and the tram line can be limited to those sections where it is essential. Electricity is a cleaner power source and less polluting that petrol or diesel and this is also perceived as beneficial to the character of the city centre.
5 Colmore Row and Environs Conservation Area Character Appraisal and Supplementary Planning Policies Page 26 (CD 38) 6 Colmore Row and Environs Conservation Area Character Appraisal and Supplementary Planning Policies Page 25 (CD 38)
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3.1.5 Visually the tram has a different impact to a highway. The infrastructure required is consistent across the route and can be designed coherently with a recognisable, cohesive architecture, unlike highways infrastructure, such as road signage and refuges, which has a tendency to ‘grow’ over time. The visual impact of the trams themselves is also consistent and can be designed with a distinctive identity which is in strong contrast to the wide range of cars and other vehicles on the roads. The trams will carry a Centro Livery that will be a recognisable feature/ attraction as part of Birmingham city centre’s street scene. Exhibit 3 shows a selection of images from British Cities where trams have been successful integrated with historic city centres.
3.1.6 The frequency of the trams is also noticeably different from vehicular traffic which is generally constant throughout the day and, in a major city like Birmingham, often throughout the night. It is intended that the trams will have a frequency of every six minutes throughout the day meaning that through any area there will be 20 trams an hour (10 in each direction). The trams will be incidents in the townscape in contrast to the constant presence of traffic. For example: • The tram will take 30 seconds to travel the length of Pinfold Street, this is the time from the front of the tram entering the street to the rear of the tram leaving the street. Effectively a tram will be present in Pinfold Street for approximately 10 minutes out of every hour. • The tram will take 25 seconds to travel through Victoria Square. This is the time from the front of the tram entering the square to the rear of the tram leaving the square and takes into account the fact that the tram starts/finishes this section at the tram stop. Effectively a tram will be present in Victoria Square for less than 8.5 minutes out of every hour.
3.1.7 City trams have a different feel from other light rail options where the line is generally segregated in a similar style to a traditional train line. City trams can be integrated both physically and visually. In the 2005 Order Inspector’s Report he noted that ‘ Trams, being on a fixed route, co-exist with pedestrians
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more readily than do motor vehicles ’7 and considered that ‘ Trams are inherently compatible with pedestrian use of the streets. ’8
3.1.8 The application for the 2005 Order was accompanied by a Design Statement , Centro 2003 (CD 39). This has been further refined in the Draft Centro Midland Metro Street Design Guide , 2005. Prepared by Gillespies for the whole BCCE. (Extracts are included in Exhibit 4). The purpose of the Street Design Guide was ‘to establish the extent of hard and soft landscaping works that are expected to be undertaken by the Concessionaire visualising Centro’s commitment to high standards of design and careful integration into the public realm .’ 9 The Street Design Guide also sets out the intention that the BCCE ‘will roll out a distinctive identity within a recognisable cohesive architectural vocabulary throughout the entire route. At the same time the design will respect the particular sensitivities of its surroundings, and reflect and complement the unique characteristics of these areas .’ 10
3.1.9 The following sections summarise some of the key design principles that have informed the development of the BCCE. These design principles also serve to mitigate some of the potential adverse landscape and visual impacts.
3.2 General Design Principles / Mitigation Measures
3.2.1 Physical integration means enabling and encouraging pedestrian cross overs and ensuring that the tram line does not become too much of a barrier to free movement. The CSQ will encourage safe crossing points through the use of drop kerbs to give an almost flush crossing with associated tactile blister paving and colour contrast in the paving for the crossing. Crossing will be acceptable in most places where kerb heights, delineating the swept path, will be 50mm where crossing of the tram line is discouraged deterrent paving or a well-placed bench will be used. The different kerb heights can be seen for example in Viewpoints 1 & 9 in Exhibit 5.
3.2.2 The visual integration of the tram line will be achieved through a number of mitigation measures. These were initial advanced for the 2005 Order and
7 2005 Order Inspector’s Report Paragraph 3.28.1 (CD22) 8 2005 Order Inspector’s Report Paragraph 3.31.1 (CD22) 9 Draft Centro Midland Metro Street Design Guide, 2005 Page 3 10 Draft Centro Midland Metro Street Design Guide, 2005 Page 6
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recognised by the Inspector in his report. Since the 2005 Order a detailed design process has been undertaken both for the section being constructed and the CSQ. It has involved a very extensive and intensive consultation process with BCC landscape and urban designers to achieve the following objectives : • the final design is consistent with BCCs wider urban design objectives for Birmingham’s; • that wherever possible opportunities are taken to enhance the townscape; • that potential adverse landscape and visual impacts are mitigated wherever possible; and • that mitigation measures, wherever possible, make a positive contribution to Birmingham’s townscape.
3.2.3 Following the extensive consultation process with BCC the detailed design of the CSQ has been approved in terms of the discharge of conditions process. Gillespies have prepared a set of Landscape Details drawings (OX4500-20-D- 400-D to OX4500-20-D-430 and OX4500-20-GA-107-I – OX4500-20-GA- 117D). A selection of the Landscape Details drawings which I considered might be helpful at the inquiry have been included as Exhibit 6. The following paragraphs describe some of the underlying principles and key design approaches that have been adopted to achieve the objectives set out above. The detailed design of the scheme within the limits of deviation has not yet been completed as it will be undertaken alongside the PCR proposals.
3.2.4 Paving Materials: a key objective in the detailed design of the scheme was to ensure that the choice of paving materials responds to the particular city centre context that the route is passing through and, where relevant, the Colmore Row CA location. From east to west this starts as a silver contemporary palette at the New Street Station ‘Gateway’ then travels up Pinfold Street where it transitions into buff colours at Victoria Square. At Centenary Square it transitions again to a contemporary silver neutral palette. At. A buff palette has been used for most sections of the CSQ within the Colmore Row CA and a buff colour palette was originally proposed for Pinfold Street. However BCC, during the consultation process, expressed a
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preference for a silver tone in order to give more a more distinct edge to Victoria Square where it changes to the buff colour.
3.2.5 Other detailed design measure include: • The consistent use of kerb width, colour and material (granite) along the length of the CSQ through the city centre; • Creating a colour tone relationship between the pedestrian slab footway and surfacing within the track areas even when different materials are used; and • The incorporation of seating features within the hard landscape to minimise street clutter, in particular within Victoria Square where seating has been incorporated into steps such as those around the statue of Queen Vitoria or those in front of Victoria Square House.
3.2.6 It is well recognised that a major detractor in many city centres, both within historic and contemporary centres, is street clutter and the CSQ enables the removal of some existing street clutter. At the same time a key objective of the design team has been minimising the infrastructure required by the tram in order to prevent it introducing unnecessary clutter into the townscape. This has been done by: • Fixing Overhead Line Equipment (OLE) to buildings rather than using poles wherever possible. • Where OLE poles are unavoidable they will also be used for street lighting to avoid clutter, such as to the north of Victoria Square House. • Where OLE is attached to buildings the use of building mounted street lights will maintain a clean line. • Infrastructure cabinets will be located discretely and will be kept out of important sight lines such as those towards the Town Hall. • Infrastructure will be painted a consistent colour • There will be a consistent palette of metro platform furniture using a clean line contemporary aesthetic. • Following comments in the 2005 Order Inspector’s report the platform infrastructure on the side adjacent to the Town Hall has
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been kept to a minimum, without a canopy and with minimum seating and passenger information. • The OLE poles has been designed with a tapering top, achieved by adding a finial, to minimise the effect of the sudden termination of a flat topped pole at the sky line. The tapering top will help the OLE poles to recede into the skyline
3.2.7 The introduction of the tram is an opportunity to address some more general townscape issues such as: • Improve the consistency of paving treatment; • Improve the quality of the paving materials in important civic locations, replacing brick and concrete blocks with natural stone (granite blocks and Yorkstone slabs). • Repair and upgrade damaged paved surfaces; • Improve the design consistency of street furniture; • Removal clutter and open up the street scene such as the relocation of the two red phone boxes and the feature stainless steel sign post/ CCTV camera at top of Pinfold Street; • Improve the townscape in front of the Town Hall by the removal of traffic and the associated traffic barriers.
3.2.8 In the 2005 Order Inspector’s report he considered that the BCCE would present opportunities ‘for the removal of street clutter and the rationalisation and simplification of street furniture along the lines of what has already been so notably achieved in other parts of the city, like the Bullring.’ 11 He also considered that the creation of more level pavements would be an improvement and make the streets more user friendly. Although some kerbing will be required the approach adopted is to use a pedestrian style material within the DKE to create a pedestrian priority character, whilst maintaining a visible kerb line to highlight the safe pedestrian edge outside the DKE to the driver.
3.2.9 Despite the overall synergy between a city tram and city streets and the potential for bringing some improvements to the streetscape, there will be some specific circumstances that may give rise to adverse townscape or
11 2005 Order Inspector’s Report Paragraph 6.18.8 (CD22)
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visual impacts. In the 2005 Order Inspector’s report he concluded that ‘The visual impact of the OLE however, no matter how skilfully suspended, would, it seems to me, be inescapable .’ 12 He also concluded that ‘ even after mitigation, there would be moderate negative visual and landscape impacts’ . 13 Each of the Townscape Zones identified in Section 2 above has been assessed for potential impacts. For each Townscape Zone a description of the effects on the townscape are followed by a description of the effects on potential visual receptors.
3.2.10 In considering only the CSQ this assessment considers the most sensitive part of the BCCE route where it has always been acknowledged that there is potential for adverse townscape effects. Such effects are almost inevitable in a historically rich city centre whilst the townscape enhancements are mostly outside of the CSQ (Bull Street, Corporation Street, and Broad Street west of Centenary Square). However threading the tram through the city centre is one of the key objectives as these civic and cultural spaces are the very places that people want to visit. Moreover, maintaining the accessibility of a historic city centre whilst removing vehicular traffic is essential if the vitality of these spaces is to be maintained.
3.3 Specific Design Proposals / Mitigation Measures
3.3.1 The following specific design mitigation measure were identified in the 2003 ES as having been incorporated into the design of the scheme for the CSQ: • New high quality pedestrian surfacing and high quality street furniture to be placed along the length of Stephenson Street, subject to a design/scheme approved by BCC. Replacement tree planting to be incorporate where necessary. • Victoria Square to be landscaped to the same high standard as at present. Surfacing, steps, walls and new street trees designed in accordance in agreement with BCC. All new structures, paving and street furniture to complement existing materials and new planting to complement the existing palette of trees and shrubs.
12 2005 Order Inspector’s Report Paragraph 6.11.3 (CD22) 13 2005 Order Inspector’s Report Paragraph 6.25.1 (CD22)
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• The Iron Man sculpture in the south west corner to be moved to a new location in the square, in agreement with BCC. • The stop in the vicinity of the Town Hall to be designed to a high standard in consultation with English Heritage, as approved by BCC. (See Exhibit 6 Drawing OX4500-20-GA-112-E Victoria Square Step & Seating Step Details) • The OLE infrastructure to be kept to an absolute minimum in Victoria Square to reduce visual clutter in agreement with BCC. • High quality pedestrian surfacing to be laid along Paradise Street. • All existing street trees in Centenary Square to be retained, to be fenced off prior to the commencement of work and protected throughout the construction period. • The Three Engineers statue outside the Registry Office on the south side of Broad Street to be relocated in agreement with BCC. • The Centenary Square stop to be designed to a high standard and to a design/scheme agreed by BCC. New high quality pedestrian surfacing to be laid around the stop. Semi-mature street trees to be planted to replace those lost in the vicinity of the stop. (See Exhibit 6 Drawing OX4500-20-GA-113-F Centenary Square Tram Stop Detail and Section)
3.3.2 Following the 2005 Order the design evolution of the BCCE, in consultation with BCC landscape and urban design officers began with the preparation of detailed designs for the Line 1 to New Street Station section which is currently under construction.
3.3.3 The 2005 Order had envisaged a single townscape character for the whole BCCE. However following consultation with BCC during 2011/2012 it was agreed that additional node spaces/ feature junctions would be added along the route and that the landscape design of the line would change slightly street by street. The changes would reflect the site context, responding to the existing character of different streets/spaces both where this was positive (such as Victoria Square) and in the development of enhancements where the existing townscape character needed improving.
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3.3.4 Within Victoria Square a number of changes were made to the 2005 design. Some of the changes were intended to mitigate some of the identified townscape adverse impacts, others were intended to bring about enhancements that had been identified as desirable by BCCs. One example is the creation of an events area and a more active edge along the eastern elevation of the Town Hall. (See Exhibit 6 Drawing OX4500-20-420-E Victoria Square Step & Seating Step Details & OX4500-20-430 Victoria Square Step & Seating Step Details)
3.3.5 Key changes within Victoria Square relate to changes in level. The 2005 Order proposed a low retaining wall immediately to the north of the route at the point where the tram turns from Pinfold Street into the Square. The pedestrian route from Broad Street to Paradise Street would have been channelled between this retaining wall and the fountain wall. The retaining wall was originally required due to creation of a level track area for the metro route through the existing steep crossfall gradient of this part of Victoria Square. The detailed 2014 proposals avoid the need for this wall/ change of level in this position by adjusting levels at the line of the existing fountain wall.
3.3.6 The omission of the retaining wall and the change in level has the effect of removing this barrier and allowing a more flexible movement pattern. The character of the square is also allowed to extend across the metro route more effectively. The fountain wall is moved slightly north and the height of the wall is increased slightly but the top of wall will remain at the same level. As part of the works to the existing wall, cracks in the wall and the inscribed stone work will be repaired and made good. (See Exhibit 6 Drawing OX4500-20-424-F Victoria Square Wall Modification & OX500-20-430 Victoria Square Step & Seating Step Details) Moving the fountain wall slightly further north will slightly open up the view of the east elevation of the Town Hall when viewed from New Street.
3.3.7 The retaining wall proposed in the 2005 Order would have tied into the existing step/ramp arrangement that runs parallel to the eastern façade of the Town Hall. The 2014 omission of this wall has also enabled the removal of the level change that necessitated the existing step/ramp arrangement parallel to the eastern side of Town Hall. The removal of this level change and the step ramp arrangement is considered to bring improvements to the layout of
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Victoria Square. A single space will be defined alongside the Town Hall that is more of a destination, an active events space, and less of a through route. The steps around the statue of Queen Victoria will be replaced with a series of stepped terraces arranged as amphitheatre type seating along with a flight of formal steps with handrails orientated towards the Town Hall. This feature will help to enclose and define the new space.
3.3.8 The new Victoria Square layout will not only face onto the junction with New Street (the axis of the existing water feature and steps) but will also address the eastern elevation of the Town Hall as people sit on the amphitheatre seating area and look outwards. The arrangement of terraced seating and steps along with the limited addition of a handrail will tie in with the material, colour and aesthetic of the existing square’s materiality. (See Exhibit 6 OX4500-20-420-E Victoria Square Step & Seating Step Details & OX4500-20- 421-E Hill Street Step & Seating Step Details). BCC had an active involvement in the development of these feature terrace seat walls.
3.3.9 The Antony Gormley sculpture of the Iron Man will be relocated to this newly defined space. The Iron Man statue is proposed to be relocated to a position that is intersected by axes from both New Street and Hill Street to create a vista from both directions and will be seen juxtaposed against the backdrop of the Town Hall as close as possible to the arrangement originally intended by the artist.
3.3.10 Steps and a railing were proposed in the 2005 scheme to accommodate the change in level from New Street into Pinfold Street. Although the steps have been retained they have been redesigned so that they sweep around the corner and maintain the existing desire line. (See Exhibit 6 OX4500-20-422-E Landscape Details Supercuts Step Detail) The need for a railing has been designed out.
3.3.11 Tree planting in Victoria Square has been agreed to maintain the same species as existing, Turkish hazel. One tree will be removed due to the changes in levels. Another tree is already missing and both will be replaced.
3.3.12 BCC’s heritage officer has also been actively involved in the development of the Town Hall platform infrastructure.
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3.3.13 Within Pinfold Street the increased DKE of the tram will require a reduction of 1m in the width of the eastern footway. However the 2014 detailed design no longer requires: • Closure of the eastern footway at the southern end; • Internal alterations to properties on Pinfold Street; or • The elevation of a section of the tramway above the level of the adjacent footways.
3.3.14 A pinch point occurs at the North West corner of Pinfold Street adjacent to Victoria Square House due to the technical demands of the metro tracking around the corner. This pinch point existed in the 2005 scheme. (See Drawing MMD-300207-CE03-DRA-0000-0132 Exhibit 12b to the Evidence of Peter Adams CEN/P1.2/SCH). To mitigate its effect on pedestrian movement the 2014 scheme defines two formal crossing points by dropped kerbs, contrasting surface finish and blister tactile paving. One is positioned to the west of the pinch point directly opposite Hill Street and the other is located towards the top of Pinfold Street between the Supercuts corner and the Post office.
3.3.15 At the corner of Victoria Square House, within Victoria Square, a fixed bench is located to deflect the pedestrian movement away from the Victoria Square House corner and to avoid conflict with the tram travelling up Pinfold Street. The area behind the seat is surfaced with a textured rumble finish Yorkstone paving block. Whilst the colour will match the remainder of the square the texture will act as a slight pedestrian deterrent.
3.3.16 BCC has approved, in terms of the discharge of conditions process, the detailed design for those sections of the CSQ that lie outside the limits of deviation. Detailed design within the limits of deviation will employ the same carefully considered and sensitive design approach that has been employed elsewhere to mitigate adverse impacts and enhance the townscape through the quality of design
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3.4 The Order
3.4.1 The Inspector in the 2005 Order Inspector’s Report concluded that ‘ the benefits greatly outweigh the disbenefits ’. 14 The Order will enable a number of the townscape and visual disbenefits identified in the 2003 ES to be mitigated entirely by the redesign of the section of the route that falls within the Paradise Street and Paradise Circus Queensway Townscape Zone. These design changes are set out in the following paragraphs.
3.4.2 The route approved in the 2005 Order can be seen on Drawing MMD-300207- CS21-DRA-0000-0101 P1 (Exhibit 2 to the Evidence of Peter Adams CEN/P1.2/SCH). Exhibit 12, items a, b & c in Appendix A to the evidence of Gavin Last CEN/P2.2/ENG) compare the 2005 and 2014 schemes.
3.4.3 The 2005 route required a bridge to cross the Suffolk Street Queensway Tunnel and then ran alongside the retaining wall that marks the change in level between Paradise Circus Queensway/Broad Street and the Plaza around the Alpha Tower. This required the relocation of the retaining wall for the Alpha Tower. The 2003 ES acknowledged that ‘ the creation of a major new structure to carry the scheme into Broad Street from Paradise Street Queensway will affect the landscaped plaza below Alpha Tower. ’ It would also have required the removal of a number of young or semi mature trees. Overall the impact was considered to be a moderate adverse, significant impact on the plaza. At the time of the 2003 ES the Alpha Tower was not listed.
3.4.4 The Order will remove the need for any encroachment on the Alpha Tower plaza and consequently remove the significant adverse townscape impacts identified on the Alpha Tower plaza in the 2003 ES, which due to the subsequent listing may have been considered of greater importance. Some adverse visual impacts will remain but only during construction.
3.4.5 The introduction of the OLE infrastructure including a bridge to carry the tram across the Suffolk Street Queensway Tunnel was considered by the 2003 ES as giving rise to slight/moderate significant impacts on the townscape. This was in the light of the already heavily engineered character of the road network between Paradise Street and Broad Street.
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3.4.6 The detailed design of the Order within the limits of deviation is yet to be finalized as it will be developed in tandem with the PCR and the proposed highway alterations. However the omission of a new bridge structure, the most substantial infrastructure required for the CSQ within the 2005 Order, represents a significant mitigation of the adverse impacts identified and accepted for the 2005 Order.
3.4.7 The following assessment of impacts includes an assessment of all townscape and visual impacts of the CSQ for the sake of completeness.
3.5 Stephenson Street: Townscape and Visual Impacts
3.5.1 The CSQ will introduce tram movement into Stephenson Street but vehicular movement will be restricted. Vehicular movement has already been reduced due to the construction of the Line 1 to New Street Extension. The tram route will visually emphasise the route up Pinfold Street towards Victoria Square and distract from the current poor quality containment of this area to the south west.
3.5.2 The pedestrianisation of Stephenson Street will be accompanied by the introduction of high quality hard surfacing and appropriate street furniture. The OLE will introduce some additional clutter but there will only be two OLE poles at the base of Pinfold Street with the remaining OLE along Stephenson Street being building mounted. (See Drawing Ref MMD-300207-CE03-DRA-0000- 0121 in Exhibit 12a to the evidence of Gavin Last CEN/P2.2/ENG) The introduction of the tram in association with the redeveloped New Street Station will emphases the active character of this part of the city.
3.5.3 Overall any OLE clutter would be offset by the reduction in vehicular traffic and improved paving surfaces and the impact on the townscape will be moderate beneficial.
3.5.4 Visual receptors on Stephenson Street are pedestrians and workers within the adjacent shops and offices. The moderate beneficial improvements to the townscape will result in a moderate beneficial effect on their visual amenity.
3.6 Pinfold Street: Townscape and Visual Impacts
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3.6.1 The 2003 ES identified that due to the narrowness of Pinfold Street and the current low level of traffic ‘ the introduction of the Metro into this area may give rise to a slight moderate significant negative impact .’ 15 The indicative visualizations prepared for Pinfold Street (Viewpoint 1 and Viewpoint 2, Illustrative Visualisations ) (Exhibit 5) indicates that the impact is likely to be minor adverse only.
3.6.2 The OLE will introduce a new feature to Pinfold Street and will interrupt views towards the Council House, however they are relatively slender structures and will also emphases the view up the street. The introduction of the OLE will be offset by the loss of the parked cars, bollards, advertising boards and light columns so that overly Pinfold Street is likely to appear less cluttered. Along with the horizontal banding in the paving across the street and the very small kerbing (25mm) these changes are likely to make Pinfold Street appear wider. When the tram itself is passing through Pinfold Street (in total occupying 10 minutes in every hour) it will appear appropriate to the city centre dynamic.
3.6.3 The changes to the pavements will mean that pedestrians will be encouraged to use only the eastern side of the street which on average will be 2m wide. The pavement on the western side will be sufficient for pedestrians to use to keep out of the path of the tram but at 1-1.6m wide it will be too narrow to comfortably walk along. This will accentuate the fact that the development on the western side of Pinfold Street has resulted in a ‘dead’ frontage. The street trees that were located at the junction between Stephenson Street and Pinfold Street have already been cut down although the trunks have not been removed and there is no opportunity to replace them
3.6.4 I consider that overall the impact on the townscape of Pinfold Street will be minor adverse .
3.6.5 Pinfold Street lies within the Colmore Row CA. The impact of the proposals on the CA is addressed in the evidence of Chris Surfleet however expectations with regard to visual amenity are generally greater within historic city centres whose valued character and appearance is recognised in their CA status. Currently the pavement along the western side of Pinfold Street allows an
15 2003 ES Page 165
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appreciation of the valued character of the eastern side and this will be discouraged.
3.6.6 When the tram is actually passing down the street the visual experience is likely to feel constrained however when there is no tram present, more than 80% of the time, the visual experience is likely to feel expanded due to the removal of the light columns, parked cars, bollards and advertising boards, and extension of horizontal paving bands across the full width of the street. The proposals include a reduction in height and a moving back of the fountain wall on Victoria Square which is currently over dominant and this will result in a small improvement in the views towards the Council House. This will be aided by the removal of 2 red phone boxes and the sign post/ CCTV column and camera at the top of Pinfold Street. However two Turkish hazels visible as you near the top of the street will be relocated.
3.6.7 Overall the impact on the visual amenity of pedestrians and business owners in Pinfold Street will be minor adverse .
3.7 Victoria Square: Townscape and Visual Impacts
3.7.1 The 2003 ES identified the following impacts on Victoria Square: • Moderate / substantial significant adverse impact as a result of introducing tram movement into the south west corner of the pedestrianised square. 16 • Substantial significant adverse impact as a result of the introduction of OLE infrastructure, and consequent visual clutter, into Victoria Square. 17 • Slight/moderate significant adverse impacts as a result of loss of specimen trees (to be replaced) and ground level changes including changes at the top of Pinfold Street. 18
3.7.2 As described in detail Section 3.3 above the development of the design has reduced the need for level changes. These changes are shown on Drawing
16 2003 ES Page 166 17 2003 ES Page 166 18 2003 ES Page 167
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Ref MMD-300207-CE03-DRA-0000-0122 Exhibit 12b to the evidence of Gavin Last CEN/P2.2/ENG) and can be summarised as follows: • The removal of a retaining wall and railing to the north of the tram route as shown in 2005 that previously separated the tram from channelled pedestrian movement; • The removal of the existing steps/ramp arrangement parallel with the eastern elevation of the Town Hall; • The omission of a retaining wall and railing at the north western corner of Pinfold Street to be replaced with steps that will not interrupt the flow of pedestrians • The omission of the drop in pavement level outside buildings at the northern end of Pinfold Street which would, amongst other things, have entailed the underpinning of these properties
3.7.3 The development of the detailed design has resulted in a reduction in the adverse impacts. The 2005 Order Inspector’s Report considered that the introduction of tram movement and OLE infrastructure into the pedestrianised square were key adverse impacts and these will remain. However the ability to create a single space defined by the Town Hall and the new feature terrace seating will have beneficial impacts on Victoria Square. The overall townscape impact will be moderate/minor adverse .
3.7.4 Although the tram line will introduce some visual clutter into Victoria Square a city tram is appropriate in a city centre and will introduce additional animation to the Square. The reorganisation of the space to the east of the Town Hall will be a visual improvement although the south west corner of the square and the area to the front of Victoria Square House will become more confined, particularly when the tram is present (less than 15% of the time). Overall the impact on visual amenity will be minor adverse .
3.8 Paradise Street and Paradise Circus Queensway Townscape and Visual Impact
3.8.1 A new tram stop will be located in front of the Grade I listed Town Hall. A series of indicative photomontages (Viewpoints 4, 6, 8 & 9 in Exhibit 5) have been prepared to illustrate how the introduction of the tram will affect the
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existing townscape. The 2003 ES did not deal specifically with impacts on Paradise Street.
3.8.2 The inclusion of a tram stop within the civic heart of Birmingham is central to the objectives of the overall BCCE which is intended to provide connectively to the city centre as set out in the evidence of Peter Adams. The location opposite the Town Hall was chosen for the following reasons: • The presence of existing vehicular traffic • The ability to align the route parallel to the Town Hall • The opportunity to improve the current unsatisfactory relationship between the Town Hall and Paradise Street, segregated by changes in levels, traffic barriers and traffic.
3.8.3 The principles behind the design of the route and the stop opposite the Town Hall were: • Poles and OLE kept to a minimum and attached to the Town Hall where possible (the evidence of Chris Surfleet (CEN/P4.1/CUL) addresses issues in relation to impacts on the fabric and setting of the Town Hall.) • Consistency of high quality paving materials across both the pavements and the width of the route. In order to create the widest possible impression adjacent to the Town Hall subtle studs will be used to mark the change from pavement to platform, rather than change in surface treatment. • Technical and maintenance requirements means that it is not possible to use natural stone between the rails but an exposed aggregate in the same colour palette as the natural stone will be used. • High quality design of the stop, in consultation with English Heritage.
3.8.4 The consistency of paving materials, the removal of level changes, traffic barriers and the existing wall will create the sense of a more generous frontage to the south side of the Town Hall. There will be a tram stop only on the side furthest from the Town Hall and it will be a simple canopy. On the side closest to the Town Hall there will be a simple electronic signboard and
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some discrete seating. (Viewpoint 9 Exhibit 5)) The simplification of the stop has been in response to the 2005 Order Inspector’s Report and is considered to be an improvement on the 2005 Order.
3.8.5 The OLE and poles required either side of the Town Hall will introduce some additional structures however the adverse impacts of these will be offset by the removal of the level changes and associated barriers. The PCR will, when in place enable the pole to the west of the Town Hall to be removed. The tram itself when present will be considerably less intrusive than the current traffic.
3.8.6 The1892 OS map ( Colmore Row and Environs Conservation Area - Pinfold St, Victoria Square & Paradise St Historic Impact Assessment , November 2013 RevB by Howl Associates, CD 43 Page 9) shows a tram route passing along the south front of the Town Hall and ending at Victoria Square.
The wall that currently marks the change of level between the road and the pavement alongside 1 Victoria Square will be replaced by a glazed barrier behind the platform. Between the Town Hall and Paradise Circus Queensway traffic and traffic barriers will be removed although a retaining wall and steps will be required to accommodate level differences between the pavement and the carriageway.
3.8.7 Overall I consider that the townscape impact on Paradise Street will be minor beneficial. I consider that the slight improvement in the townscape will result in a minor beneficial improvement in visual amenity for pedestrians using Paradise Street and for users of the Town Hall.
3.8.8 The limits of deviation begin west of the Town Hall. The route of the tram will be designed alongside the committed development and the associated highway works.
3.8.9 The tram route for this section within the 2005 Order does not integrate with the PCR and associated new highway proposals. It required a bridge over the Suffolk Street Queensway Tunnel and a new retaining wall outside Alpha Tower at the junction of Suffolk Street Queensway and Broad Street. The construction of these two major new pieces of infrastructure would have created major disruption during the construction process. The bridge would have added another major transport structure to a townscape already
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dominated by transport infrastructure. The new retaining wall outside the Alpha Tower would have reduced the extent of the Alpha Plaza and necessitated the removal of a number of mature and semi mature trees within the plaza.
3.8.10 The 2013 ES concluded that the townscape effect of both the 2005 Order route and the route of the Order on Paradise Circus Queensway would be minor adverse. I agree that that the 2005 Order route would have resulted in in a minor adverse townscape impact but I do not agree that the Order route will have an adverse impact on the townscape of the Paradise Circus Queensway. I consider that the Order route will form part of an overall improvement to the townscape in this area and is itself a significant improvement on the 2005 Order scheme.
3.8.11 The 2013 ES contains a detailed analysis of impacts on Visual Amenity of the Order compared to the 2005 Order. It concludes that during construction the moderate adverse impacts identified for workers at the Alpha Tower, users of Centenary Square and its associated buildings, and hotel residents in the area will be reduced to minor adverse .
3.8.12 The 2013 ES concludes that during operation there will be a minor adverse impact for those closest to the scheme for both the 2005 Order and the Order. I consider that the Order will form part of an overall improvement to the townscape in this area and this will improve visual amenity for workers at the Alpha Tower, users of Centenary Square and its associated buildings, and residents of nearby hotels. I consider that the Order will result in an improvement to visual amenity in the locality when compared to the 2005 Order scheme.
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
3.9 Centenary Square: Townscape and Visual Impact
3.9.1 The CSQ will create a new high quality pedestrian area adjacent to the Centenary Square Stop. Currently the alignment of the route requires the removal of sections of the curved railings along the edge of the Square. This area will then be infilled to match the existing brick paving to create a 3m minimum pedestrian footway to the north of Broad Street alongside the bus carriageway
3.9.2 In consultation with BCC the concept devised for the length of tram adjacent to Centenary Square was to extend building line to building line with a geometry that tied in with the three buildings located down the northern side of the square (Baskerville House, Birmingham Library and the Theatre). However the proposed redesign of Centenary Square will potentially result in the relocation of all the railings. General vehicular traffic will be removed from adjacent to the Square, only buses will be allowed.
3.9.3 As identified in the 2003 ES the scheme will have a moderate beneficial impact on the townscape of the Square. The replacement of vehicular traffic with the tram will also bring positive opportunities for the redesign of the Square which is about to go out to an international design competition.
3.10 Summary
3.10.1 It has always been understood that the most effective mitigation of potential adverse townscape and visual impacts was through the design of the scheme which at all stages has reflected Cento’s commitment to high standards of design and careful integration into the public realm.
3.10.2 Following the 2005 Order the development of the detailed design has continued to improve the integration of the scheme with the existing townscape and to take opportunities wherever possible to enhance the public realm. Significant improvements in Victoria Square (compared to the scheme assessed by the 2003 ES) have been possible and the PCR has created the opportunity to make significant improvements to section of the CSQ that lies within the limits of deviation as well.
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
3.10.3 The landscape and townscape impacts of the CSQ can be summarised as follows: • There will some adverse impacts on the townscape character of Pinfold Street and Victoria Square although the development of the detailed design of the CSQ has reduced these to minor adverse and moderate/minor adverse . • There will be improvements to the townscape at Stephenson Street, Paradise Street, Paradise Circus Queensway and Centenary Square.
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
4 Alternative Routes
4.1 Introduction
4.1.1 Section 5 below deals with specific issues raised by the objectors that are concerned with townscape and visual impacts. A general question has been raised as to whether the alternative options considered for the CSQ have been fully explored. This section considers the potential townscape and visual issues raised by two possible alternative routes that have been considered. My assessment does not consider issues such as cost or disruption to the rail network which are considered in the evidence of others.
4.2 Option A
4.2.1 Option A is shown on Drawing MMD-300207-CE03-DRA-0000-0011 (Exhibit 17 to the evidence of Gavin Last CEN/P3.2/ENG)Beyond the New Street Station stop the route turns south along Navigation Street and then north up Hill Street before re-joining the Order route in front of the Town Hall. It avoids Pinfold Street entirely and only crosses the south west corner of Victoria Square. It runs alongside the western side of Victoria Square House.
4.2.2 Navigation Street is currently influenced by traffic and the quality of the townscape is poor. Is has an exposed quality due to its location on a bridge crossing the rail tracks approaching New Street Station from the west. The introduction of the tram route along Navigation Street has the potential to improve the existing poor quality townscape though improvements to paving materials. I understand that it is not anticipated that there would be a noticeable reduction in traffic.
4.2.3 Hill Street rises steeply towards Victoria Square and is roughly parallel to Pinfold Street although it is wider and less attractive. At the top of Hill Street the tram would be 0.87m above the existing ground level and this would require a retaining wall up to 1.2m to ensure that pedestrians could not accidently put their hands on the rails. The turn at the top of Pinfold Street into Paradise Street in Option A would be even tighter than the proposed turn from Pinfold Street into Victoria Square. Although Hill Street is wider than Pinfold
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
Street at the turn the DKE would occupy almost the entire width of the street with only 0.9m for the footway to the west and 1.0m to the east. Combined with the substantial level differences this would provide a very unsatisfactory relationship for both 1 Victoria Square and Victoria Square House. Although Option A has the potential to improve the existing townscape through the removal of traffic and improvements to paving materials on Hill Street the narrow pavements at the top combined with the substantial level differences would have at the least a moderate adverse impact on Hill Street
4.2.4 With the Order Hill Street would become a no through road and there would be a substantial reduction in traffic although it would not be removed altogether. With Option A Swallow Street would become a no through road.
4.2.5 Option A would avoid most of Victoria Square; the rails and the associated OLE and OLE poles would be present in the south west corner only.
4.2.6 Due to the tight turn from Hill Street to Paradise Street it would not be possible for the route to run parallel to the Town Hall for the whole length of the southern elevation. It would also not be possible to have the stop centred in front of the Town Hall and it would therefore be necessary to locate it to the west. Due to the very symmetrical character of the Town Hall this asymmetry is likely to be jarring.
4.2.7 In summary the townscape and visual benefits of Option A would be: • Some potential to improve the townscape and visual qualities of Navigation Street; • Avoidance of Pinfold Street entirely and the minor adverse impacts identified on Pinfold Street; • Avoidance of most of Victoria Square and therefore avoidance of most of the moderate/minor adverse townscape and minor adverse visual impacts resulting from the OLE and the OLE poles.
4.2.8 The key adverse townscape and visual effects of Option A would be: • At least moderate adverse impacts on Hill Street at the junction with Victoria Square; • At least a minor adverse impacts on townscape surrounding the Town Hall.
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
4.2.9 Overall in terms of townscape and visual impacts I consider that Option A would be slightly worse than the Order.
4.3 Option B
4.3.1 Option B is shown on Drawing MMD-300207-CE03-DRA-0000-0012 (Exhibit 17 to the evidence of Gavin Last CEN/P3.2/ENG) Beyond the New Street Station stop the route turns south along Navigation Street passed Hill Street and Brunel Street, passes under Suffolk Street Queensway before turning north and running along the western side of Suffolk Street Queensway. At Broad Street the route turns west and joins the Order alongside Centenary Square.
4.3.2 Option B avoids Pinfold Street and does not pass through or close to Victoria Square. The proposed Victoria Square stop outside the Town Hall is relocated to Navigation Street between Hill Street and Brunel Street. This is a much less attractive location for a tram stop being exposed to the north due to the railway lines.
4.3.3 As described above for Option A, the introduction of the tram route along Navigation Street has the potential to improve the existing poor quality townscape though improvements to paving materials.
4.3.4 The section of Option B that runs alongside Suffolk Street Queensway south of Holliday Street would require a retaining wall of 2.6m in height on either side. This area is already adversely affected by the raised structure for Suffolk Street Queensway and this would add a further barrier both to movement and visual amenity.
4.3.5 North of Holliday Street Option B would require a new retaining up to 3.1m high adjacent to the Alpha Tower Plaza and probably the loss of the semi mature trees within the Plaza. Option B would also require a 3m high retaining wall along the eastern edge of the route. Option B is likely to have moderate adverse visual impacts on the Plaza during construction and minor adverse townscape and visual impacts on opening. It has been assumed that new landscape proposals for the Plaza could be developed that would in time create the same degree of separation that the current trees provide. Option B
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
has the potential to adversely affect current redevelopment proposals in this area.
4.3.6 There is little scope for Option B to bring townscape improvements adjacent to Suffolk Street Queensway due to the level differences. However the new structures that would be required for Option B (retaining walls both north and south of Holliday Street, the extension of the Easy Row subway and new ramps to accommodate footways) would add to the sense of an area dominated by transport infrastructure.
4.3.7 In summary the townscape and visual benefits of Option B would be: • Some potential to improve the townscape and visual qualities of Navigation Street. • Avoidance of Pinfold Street entirely and therefore avoidance of the minor adverse impacts identified on Pinfold Street. • Avoidance of Victoria Square and therefore avoidance of the moderate/minor adverse townscape and minor adverse visual impacts resulting from the OLE and the OLE poles.
4.3.8 The key adverse townscape and visual effects of Option B would be • The introduction of a number of major new structures which would add to the sense of an area dominated by transport infrastructure; • Adverse impacts on Alpha Tower Plaza particularly during construction; • The loss of the opportunity to integrate the tram into the new highway improvements associated with the PCR; • Poor location for the relocated tram stop; and • Lack of connection with Victoria Square and loss of the increased vitality which the tram has the potential to bring to the civic heart of Birmingham.
4.3.9 Overall in terms of townscape and visual impacts I consider that Option B would be slightly worse than the Order.
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
5 Objectors
5.1 Introduction
5.1.1 There have been a number of objections to the Order. My evidence addresses only those issues that relate to the townscape and visual impact of the CSQ. These are found in the Statement of Case by VSH Noninee1 Ltd and VSH Nominee 2 Limited. (VSH SoC). (OP/SOC 2.1/OBJ11)
5.1.2 Other issues in the VSH SoC are addressed in the evidence of other witnesses, e.g. impacts on heritage assets are addressed in the evidence of Chris Surfleet (CEN P4.1/CNL).
5.1.3 Neither of the other two objectors, HRB Hotels and One Birmingham, raise any issues with regard to the townscape or visual impacts of the scheme and I do not therefore consider their objections in my evidence
5.2 VSH Statement of Case
5.2.1 At 1.4.1 the VSH SoC claims that the Order ‘increases the harm caused by the proposed works and their subsequent use to the property both as listed and as generally, the public realm, the Conservation Areas, pedestrian accessibility and flow, to the vitality and viability of the including the area of and near to Victoria Square, New Street and Pinfold Street .’ 19
5.2.2 As set out in my evidence above and shown on Exhibits 12a and 12b of Peter Adams’ Appendix A (CEN/P1.2/SCH) the Order contains no changes to the BCCE within ‘Victoria Square, New Street and Pinfold Street ‘. The changes brought about by the Order are limited to Paradise Circus Queensway, the western end of Paradise Street and the eastern end of Broad Street.
5.2.3 As set out in Section 3.3 of my evidence the detailed design of the route has reduced the impacts envisaged by the 2003 ES to Pinfold Street and Victoria Square by designing out potential level changes.
19 Statement of Case by VSH Noninee1 Ltd and VSH Nominee 2 Limited. Paragraph 1.4.1 Page 2
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
5.2.4 Paragraph 4.5 of the VSH SoC states that ‘ Inadequate weight has been given to heritage architectural and public realm matters, including the desirability of preserving or enhancing the character and appearance of Victoria Square and the buildings but a reassessment of all such matters of the effects of the tram are required against current Government policy and assessment procedures .’ 20
5.2.5 The 2003 ES concluded that there would be some significant adverse impacts on Victoria Square and the Inspector at the previous inquiry concluded that the public benefits of the scheme greatly outweighed the harm to the public realm. My evidence provides a reassessment of the effect of the proposals on the public realm, including the impacts on the character and appearance of Victoria Square. My assessment concludes that the evolution of the detailed design of the scheme since 2005, including a very extensive and intensive consultation process with BCC’s landscape and urban designers, has reduced some of these impacts so that the overall impact on the townscape at Victoria Square will be moderate/minor adverse rather than moderate adverse .
5.2.6 My evidence agrees with the 2013 ES that considered the changes proposed by the Order within the limits of deviation and concluded that they would reduce potential impacts.
5.2.7 Paragraph 5.7 of the VSH SoC states that there has been no proper assessment of Pinfold Street. ‘ There is no assessment in the ES or the TA of the proposed widths along Pinfold Street and their practicality in terms of accommodating pedestrians .’ 21
5.2.8 My evidence has addressed the impact of the proposed pavements widths along Pinfold Street. It is acknowledged that the reduction in width of the pavements is one factor that results in a minor adverse impact on the townscape and on visual amenity in Pinfold Street.
20 Statement of Case by VSH Noninee1 Ltd and VSH Nominee 2 Limited. Paragraph 4.5 Page 5 21 Statement of Case by VSH Noninee1 Ltd and VSH Nominee 2 Limited. Paragraph 5.7 Page 6
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
5.2.9 Paragraph 7.3 of the VSH SoC claims that the Order is ‘ significantly more harmful in relation to matters of public importance.’22 As set out above I consider that the Order is an improvement on the 2005 Order within the limits of deviation. Outside the limits of deviation the detailed design of the route since the 2005 Order has reduced/removed some of the adverse impacts envisaged in the 2003 ES.
22 Statement of Case by VSH Noninee1 Ltd and VSH Nominee 2 Limited. Paragraph 7.3 Page 8
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
6 Summary and Conclusions
6.1 Introduction
6.1.1 This summary is also provided as a separate Summary Proof of Evidence (CENP5.3/TOW).
6.1.2 The scope of my evidence, which covers the landscape/townscape impacts of the Order is set out in Section 1.4 of my evidence. (CENP5.1/TOW) Gillespies has been involved for 10 years in the development of the detailed townscape/landscape proposals for the BCCE.
6.1.3 Gillespies did not prepare either the 2003 ES or the 2013 ES but I have reviewed both and I concur with their overall conclusions. Some adverse impacts envisaged in the 2003 ES have been reduced or removed through the development of the detailed design.
6.2 The Existing Townscape.
6.2.1 Much of the CSQ lies within the Colmore Row and Environs Conservation Area (the CA) and Exhibit 1, MB Figure 01 shows the CA boundary and the five Townscape Zones that I have identified along the route of the CSQ:
6.2.2 Within Stephenson Street the redeveloped New Street Station and the removal of traffic as part of the ongoing tram construction have already brought changes to the townscape.
6.2.3 Pinfold Street is a relatively narrow street, rising steeply to the north, with an attractive and active street frontage to the east. The northern end of Pinfold Street is formed by the side of Victoria Square House and the facing 80-83 New Street which together frame a striking view of the Grade II* listed Council House and its 1885 clock tower (Big Brum).
6.2.4 Victoria Square is the civic heart of Birmingham. It is described in the 2003 ES as ‘ an urban space of the highest quality, which has a civic character that complements the surrounding listed buildings. ’23 (In particular the Town Hall
23 2003 ES Page 157-8
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
and Council House.) Central to the history of Victoria Square is its dynamic nature having been subject to a series of changes over the last two hundred years. It is a busy through route for pedestrians as well as a destination.
6.2.5 Paradise Street runs west from Victoria Square along the southern frontage of the Town Hall. Historically it was one of the key civic streets but 1960s/70s highways development degraded its character and adversely affected the quality of the public realm. Paradise Street is a busy road with a series of level changes, a wall and railings that act as traffic barriers. A major redevelopment of Paradise Circus (PCR) is currently underway which will bring significant improvements to the existing townscape, which is generally of poor quality and dominated by traffic. Alpha Tower is located west of Paradise Circus set within a peaceful landscaped and pedestrianised plaza.
6.2.6 Centenary Square, which lies to the north of Broad Street, is a successful area of public realm containing both historic buildings and the new landmark Birmingham Library. New development is proposed to the south of Broad Street which is a busy road.
6.2.7 The CSQ passes through the civic heat of Birmingham which contains its most important 19th century civic buildings. Over the last twenty years developments, such as Victoria Square and the Birmingham Library, have brought significant improvements to the overall character and quality of the townscape. The 1970’s Paradise Circus Queensway which did such damage to the quality of the townscape is about to be redeveloped. These projects are being guided by the Birmingham ‘Big City Plan’.
6.3 Townscape and Visual Impact
6.3.1 The principle of introducing a tram into Birmingham’s city centre is sympathetic to the underlying active character of the city. City trams are more easily integrated with pedestrians than highways and can and can be designed coherently to respond to the existing character of spaces along the route.
6.3.2 The underlying objectives that have informed the development of the CSQ in consultation with BCC landscape and urban designers are: • The final design is consistent with BCCs wider urban design objectives for Birmingham’s;
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
• That wherever possible opportunities are taken to enhance the townscape; • That potential adverse landscape and visual impacts are mitigated wherever possible; and • That mitigation measures, wherever possible, make a positive contribution to Birmingham’s townscape
6.3.3 Some of the key design principles that have informed the development of the detailed design are • The use of paving materials that respond to the particular city centre context that the route is passing through; • Minimising the infrastructure required by the tram in order to prevent it introducing unnecessary clutter into the townscape; and • Using the introduction of the tram to address some more general townscape issues
6.3.4 In addition to the general design approach to mitigating adverse impacts a number of specific design measure were developed for the CSQ and identified in the 2003 ES (Paragraph 3.3.1). The detailed development of the scheme has enabled the reduction or removal of some adverse impacts envisaged in the 2003 ES. Section 3.3 of my proof sets out how in consultation with BCC officers the townscape benefits of the scheme were improved in particular in Victoria Square where proposed level changes were eliminated and an events area created along the eastern elevation of the Town Hall.
6.3.5 The redesign of the route within the limits of deviation, including the omission of the most substantial infrastructure required for the CSQ within the 2005 Order, also enables a number of the townscape and visual disbenefits identified in the 2003 ES to be mitigated entirely. (Section 3.4)
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
6.3.6 Despite the overall synergy between a city tram and city streets there will be some specific circumstances that may give rise to adverse townscape or visual impacts. The townscape and visual impacts of the CSQ range from some adverse impacts on the townscape and visual amenity of Victoria Square and Pinfold Street to beneficial impacts on Stephenson Street, Paradise Street, Paradise Circus Queensway and Centenary Square.
6.4 Alternative Routes
6.4.1 The townscape and visual benefits of Option A would be: • Some potential to improve the townscape of Navigation Street; • Avoidance of minor adverse impacts on Pinfold Street; • Avoidance of most of the moderate/minor adverse townscape and minor adverse visual impacts in Victoria Square.
6.4.2 The key adverse townscape and visual effects of Option A would be: • At least moderate adverse impacts on Hill Street at the junction with Victoria Square; and • At least a minor adverse impacts on townscape surrounding the Town Hall.
6.4.3 Overall in terms of townscape and visual impacts I consider that Option A would be slightly worse than the Order.
6.4.4 The townscape and visual benefits of Option B would be: • Some potential to improve the townscape of Navigation Street; • Avoidance of minor adverse impacts on Pinfold Street; and • Avoidance of the moderate/minor adverse impacts on Victoria Square.
6.4.5 The key adverse townscape and visual effects of Option B would be • The introduction of a number of major new structures; • Adverse impacts on Alpha Tower Plaza; • Loss of the opportunity to integrate the tram into new highway improvements associated with the PCR; • Poor location for the relocated tram stop; and
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
• Lack of connection with Victoria Square; and • Loss of the increased vitality which the tram has the potential to bring to the civic heart of Birmingham.
6.4.6 Overall in terms of townscape and visual impacts I consider that Option A would be slightly worse than the Order.
6.5 Objectors
6.5.1 My evidence addresses only those issues raised by objectors that relate to the townscape and visual impact of the CSQ. These are found in the Statement of Case by VSH Noninee1 Ltd and VSH Nominee 2 Limited. (VSH SoC).
6.5.2 The VSH SoC claims that the Order increases the harm to the public realm on Victoria Square, New Street and Pinfold Street accepted for the 2005 Order. My evidence shows that the detailed design of the route has reduced the impacts envisaged by the 2003 ES to Pinfold Street and Victoria Square by designing out potential level changes.
6.5.3 The VSH SoC claims that inadequate weight has been given to preserving or enhancing the character and appearance of Victoria Square. My evidence concludes that the evolution of the detailed design of the scheme since 2005, including a very extensive and intensive consultation process with BCC’s landscape and urban designers, has reduced the impacts on Victoria Square when compared to the 2005 Order.
6.5.4 The VSH SoC claims that there has been no proper assessment of pavement widths on Pinfold Street. My evidence has addressed the impact of the proposed pavements widths along Pinfold Street. It is acknowledged that the reduction in width of the pavements is one factor that results in a minor adverse impact on the townscape and on visual amenity in Pinfold Street.
6.6 Conclusion
6.6.1 My evidence concludes that the Order would be appropriate and well designed. The Order will also offer opportunities to enhance the existing townscape character of Birmingham City centre. I consider that the proposed Order is the best alignment for the CSQ in townscape and visual terms.
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
Paragraph Exhibit Description Ref 1.2.5 1 Townscape Zones 2.1.2 1 Townscape Zones 2.1.4 1 Townscape Zones 2.2.2 1 Townscape Zones 2.3.2 2 Extract from 80 -83 New Street Birmingham, Historic Impact Assessment, November 2013 Rev B 2.5.2 1 Townscape Zones 3.1.1 5 Illustrative Visualisations 3.1.1 5 Illustrative Visualisations 3.1.5 3 Precedents for Trams within Historic City Centres 3.1.8 4 Extracts from Draft Centro Midland Metro Street Design Guide, 2005. 3.2.1 5 Illustrative Visualisations 3.2.3 6 Selection of Gillespies Landscape Details Drawings 3.3.1 6 Selection of Gillespies Landscape Details Drawings 3.3.1 6 Selection of Gillespies Landscape Details Drawings 3.3.4 6 Selection of Gillespies Landscape Details Drawings 3.3.6 6 Selection of Gillespies Landscape Details Drawings 3.3.8 6 Selection of Gillespies Landscape Details Drawings
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PROOF OF EVIDENCE: Michelle Bolger SPECIALIST FIELD: Townscape and Visual Issues
Ref: CEN/P5.1/TOW
3.3.10 6 Selection of Gillespies Landscape Details Drawings 3.6.1 5 Illustrative Visualisations 3.8.1 5 Illustrative Visualisations 3.8.4 5 Illustrative Visualisations 6.2.1 1 Townscape Zones
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