HDF Hull Development Framework

Hull Character Study (Phase 1)

Draft March 2010

HULL CHARACTER STUDY

1. Introduction

• Urban Characterisation • Characterisation in Hull • Methodology • Consultation

2. Landscape Setting of Hull

• Geology, Soil and Topography • Rivers and Drainage • Land use • Vistas • Connections

3. Historic Evolution of Hull

• Medieval and Pre-1800 • 19th and Early 20th Centuries (1800 – 1919) • Inter War Years (1919 – 1945) • Post War Years (1945 – 1980) • Post 1980s

4. Overall Character of Hull

5. Townscape Types and Character Areas

6. Townscape Types Assessment

Sources

Appendix 1: Participation and Informal Consultation

Appendix 2: Informal Consultation – Comments Received

1. INTRODUCTION

Urban Characterisation

Historic landscape characterisation is an established technique, promoted by English Heritage, to assist with managing change to the environment. It is particularly useful in spatial planning and land management. The first projects were undertaken in largely rural areas but it is now being extended into urban areas. Characterisation produces a generalised understanding of how landscapes and places have evolved over time and how their historic character can be appreciated. It is concerned with the context and character of places rather than with individual sites and buildings. Characterisation therefore differs from conservation area appraisal, but is complementary to it.

Every landscape and place has a historic character, largely determined by inherited features such as fields, hedges, streets, buildings and place names. Understanding this character is a starting point for deciding a place’s future, the first step in determining how places can be improved for the future. All regeneration and development is set within an inherited landscape and the most successful designs are those that recognise and capitalise on this.

Characterisation takes place early in the planning and design process and provides a framework for early decisions. It opens up heritage and its management to varied and multiple viewpoints, personal as well as specialist, and is open to absorbing and responding to community views. It enables a place’s historical identity to contribute to everyone’s quality of life.

Characterisation in Hull

Like most towns and cities, Hull does not have a uniform character but is made up of distinct areas of different ages and building types. The purpose of the Hull Character Study is to identify, describe and analyse the combination of elements that help to form the character of different areas within the city. It aims to identify what is distinctive about local character areas and what makes them different from neighbouring areas, and to highlight the strengths and weaknesses that regeneration and development can build upon or redress. Although ‘character’ is primarily defined in terms of the built environment, it is important to recognise that it is largely the interplay of physical, economic and social factors that has given rise to the form of the built environment. Physical factors are explored in Chapter 2, and economic and social factors in Chapter 3. All factors are considered together in Chapter 4. The study will form part of the LDF evidence base and inform policies and SPDs in the LDF.

The Character Study will be comprised of three sections, as follows: • firstly, a context section describing the landscape setting of Hull and the historic evolution of the city; this is followed by an analysis of the overall character of the city in terms of its built form; • secondly, a generic townscape assessment that identifies broad townscape types based on land use and age of development; and • thirdly, character area assessments that examine localities in more detail and at a citywide level, the identification of key views.

The study is being carried out in two phases, with the first two sections – a largely desk-based exercise – presented here in draft form, and the third section – which involves extensive fieldwork – to follow later in the year.

Methodology

The methodology adopted is based upon that promoted by English Heritage and adapted for use in urban areas such as Oxford, Brighton & Hove and Plymouth.

The first part of the context section is concerned with the landscape setting of Hull and includes features such as: geology, soil, topography – flat; rivers – Humber and Hull, and drains – Barmston and Holderness; land use – buildings, grassland, woods, fields; vistas – across the Humber and to the Wolds; and connections – the main approaches by road, railway and river.

The second part of the context section is concerned with the historic evolution of Hull and covers the main phases of urban development and their characteristics, i.e: Medieval and Pre-1800; 1800-1919 (19th and early 20th century); 1919-1945 (interwar); 1945-1980 (postwar); and Post-1980.

The generic townscape assessment identifies broad townscape types based on land use and the age of development. The characteristics of each type are described and local character areas within each type are identified. The locations of the townscape types are shown on a map. 19 townscape types have been identified and 58 character areas,

The final part of the study, which has yet to be carried out, will be a detailed assessment of the local character areas and citywide, the identification of important views.

Consultation

This first phase of the study has been subject to participation and informal consultation. This took place during 2009 and included: • workshop sessions with CABE (Commission for Architecture and the Built Environment); • discussion at the HDF (Hull Development Framework) Forum; • events with Arc (Architecture Centre for Hull and the Humber Region); and • informal consultation with relevant organisations Changes were made to the process and document as a result of participation and informal consultation, while other comments will be taken into account for the second phase of the study. Details of participation and informal consultation are contained in Appendix 1 and comments received during informal consultation are in Appendix 2.

2. Landscape setting of Hull

Geology, soil and topography Kingston upon Hull lies near England’s east coast on relatively flat lowland, where the River Hull meets the northern bank of the Humber Estuary, approximately 20 miles from the North Sea. It is built on alluvial and glacial deposits which overlie chalk rocks, this chalk bedrock is overlain by tills composed of loam, clays, sands and gravels. It is generally very flat, only 2 to 4 metres above sea level with some areas of the city lying on reclaimed land at or below sea level. The predominant soil type is seasonally wet deep clay, which typically has a low permeability, which means that rainfall runs off the surface rather than infiltrates into the soil.

Rivers and drainage Lying at the juncture of the Humber Estuary and the River Hull both rivers have had, and continue to have, a unique influence on the city. The River Hull (left) has its source in the Yorkshire Wolds and joins the Humber Estuary in the centre of Hull. The current course of the river was originally just a tributary of the main river which came out further to the west along what is now Commercial Road. It was not until the floods of 1250 that the course of the river changed to where it is today. It receives salt water from the Humber Estuary and so is therefore brackish (a mixture of sea water and fresh water) throughout its length, yet it is still very important for wildlife. Numerous bird species are known to breed along the river including the reed and sedge warbler. The Humber Estuary (right) makes up over 4% of the total area of Hull and has the largest catchment of any estuary in the British Isles and drains one-fifth of the land area of England. The Humber starts at the juncture of the River Ouse and the River Trent where it is approximately 1 mile wide. It increases its width until at its mouth, 37 miles to the east, it is about 8 miles wide between North Lincolnshire and Kilnsea, East Yorkshire. The waters of this tidal estuary are heavily laden with sediment which mainly comes from the eroding boulder clay of the Holderness coast and gives it its distinctive brown appearance. The water (despite its appearance) and associated habitats, including saltmarsh and reedbeds are particularly important. The estuary itself is home to many species including grey seals and lamprey and provides important nurseries for North Sea fish populations such as codling. Over one third of the estuary is exposed as mud or sandflats at low tide. These intertidal flats are of national and international importance for wildlife and support many species such as wading birds from both Britain and Europe, including Dunlin, Redshank and Ringed Plover.

Open drains have long been a feature of Hull, as the city was built upon marshland and relies on its many drains to keep the land dry. The major surviving open land drains are Beverley and Barmston Drain (constructed in 1809) in the west of the city and Holderness Drain in the east. The Beverley and Barmston Drain outfalls to the River Hull approximately 1.5km upstream of the Humber while Holderness Drain (above) discharges into the Humber. Both the major and minor land drains provide important natural habitats for birds (Kingfishers are regularly seen) and support an interesting variety of wild plants including arrowhead, meadowsweet and skullcap. These bankside areas also provide a home for animals including harvest mice and water shrews.

Land use Hull is the largest settlement in East Yorkshire, it is not part of a greater conurbation, is largely self- contained and independent from the agricultural East Riding. The land use of the city is mainly urban and developed, nearly 80% of Hull can be classed as ‘built environment’ (man-made structures) (right). Underused industrial land, demolition sites and land awaiting development is a common form of open land in the city. Hull is a major commercial port and a large area of the city is occupied by dockland. There are areas of grassland (mostly neutral wet grassland), agricultural land, naturally vegetated urban land and industrial land, including railway lines and dockland which have ecological value and support Hull’s biodiversity. Most grassland in the city is semi – improved or improved, this includes land in use for agriculture (land on the eastern boundary adjacent to Bransholme) and areas used for recreation, such as public parks, sports pitches and golf courses. The open space that public parks provide in Hull is invaluable. A number of grand examples were developed in the Victorian period to provide welcome relief from urban life. These include Pearson Park, East Park, West Park and Pickering Park. Other grassland includes those associated with railways, waterways (above) and roads, such as grass verges, central reservations and roundabouts. On the western boundary (much of the land outside the administrative boundary of Hull but owned by the city) are two excellent examples of old permanent pastures, at Priory Meadows and Snuff Mill Fields. These have been maintained traditionally for over 100 years and are dominated by wet grassland and contain temporarily filled hollows, ponds and ditches. Less than 3% of the city comprises woodland.

Vistas As Hull is generally flat and has a low built form the extent of the visual influence of the city is limited to prominent man-made structures, such as the Croda Wind Turbine, the tower blocks of Orchard Park and the Garths, Hull Royal Infirmary (Anlaby Road), Kingston House, Brynmor Jones Library (University of Hull campus) and Sculcoates Chimney. Views from Hull include the Yorkshire Wolds, Holderness and across the Humber. The Wolds are a plateau of gently rolling chalkland dissected by steep-sided valleys which sweep round in a wide crescent from Flamborough Head to the Humber. The Wolds’ highest point (at 246 metres) is near Garrowby Hill, while on the coast at Bempton and Flamborough the cliffs rise up to 120 metres and a similar height is reached at Elloughton Wold less than 3 miles from the Humber. To the east of Hull, between the city and the North Sea coast is the gently undulating landscape of Holderness and its vast expanses of former saltmarshes (reclaimed since the 17th century) forming the flat and open Sunk Island and Cherry Cobb Sands. At the south eastern tip of Holderness is Spurn Point. This is a 6km long spindly peninsula of sand and shingle extending out into the Humber, formed by the erosion of the Holderness coast. It is formed by the natural phenomenon called the ‘Longshore Drift’ – a 250 year round cycle of erosion. This region from the village of Kilnsea to Spurn Point is now designated a National Nature Reserve. To the south are the unique high blue skies and open views across the Humber Estuary, including views of the clay pits and reedbeds at Far Ings National Nature Reserve on the southern bank of the river, the oil refinery at Salt End in the east and the impressive structure of the Humber Bridge to the west. The Humber Bridge (above) is the fifth longest single span suspension bridge (at 2220 metres long) in the world, designed to cross the last major unbridged estuary in Britain and opened in 1981.

Connections Connections and access routes to Hull are important in creating perceptions of the city. The principle road access is the M62 motorway/A63 link road, which is one of the main east coast to west coast routes in northern England. It provides a link to the cities of Liverpool, Manchester and Leeds, as well as the rest of the country via the motorway network. The motorway itself ends several miles to the west of Hull and continues into the city via the A63 dual carriageway. The M62/A63 crosses an extensive area of low, flat farmland, with long views in all directions. The Humber Bridge, just to the west of Hessle, provides access to the south, principally Grimsby and Immingham, which lies approximately 15 miles further down the Humber, and to Lincoln via the A15. The bridge provides dramatic views over the Humber estuary and to Hull. Another important route is the A1079 via Beverley and across the Wolds to York and the north. Hull’s port provides key east coast passenger ferry and trade links via the Humber and North Sea to Europe and the Baltic states. Rail access is principally from the west with lines from Doncaster and Selby converging at Gilberdyke then crossing the low, flat farmland to reach Hull. A secondary line follows the foot of the Wolds to Beverley and Bridlington then through the Wolds to Scarborough.

3. Historic Evolution of Hull

Medieval and Pre-1800 The name Kingston upon Hull is derived from the River Hull which bisects the city and Edward I who renamed the original settlement of Wyke when he acquired it in 1293 from the Abbey of Meaux. The advancement of the town and its status after 1293 culminated in the royal charter of 1299, by which it was declared to be a royal borough and was granted various liberties. Before the foundation of this settlement the site had been uninhabited and was part of the hamlet of Myton. Wyke at this time was a small successful trading post supporting the burgeoning wool trade. Edward I (left) principally acquired it for its strategic location as a supply port in the north of England, to use in his campaigns against the Scottish. The original street plan of the settlement was largely dictated by the course of the River Hull and was based on a grid pattern typical of new towns of the time. After the king’s acquisition (within a century of its foundation) Hull had grown to a town of about 60 households. Edward II ordered the first fortification of Hull in 1321 when he granted a license to build a ditch and wall around the town. It has been estimated that around 4,700,000 bricks were used in the wall’s construction (the largest medieval brick structure in England). The only visible remains of these defences are the foundations of Beverley Gate and a section of adjoining wall at the west end of Whitefrairgate.

By the start of the 14th Century, the port of Hull was the second largest port after London and its position of importance was exemplified by the role of the De La Pole family who started off in the wool trade and grew rich through money lending to the kings of England. Its prosperity continued to grow and wealthy merchants built grand houses along the narrow High Street adjoining their private wharfs and staithes on the River Hull. In 1440 the culmination of Hull’s self-government saw the town given corporate and county status and it was greatly enlarged by the addition of an area stretching 5 miles west of the town. During the 15th Century foreign trade continued to be the foundation of Hull’s economy and its uncertain course dictated the fluctuating fortunes of the town. Hull’s position as a garrison town and royal arsenal was strengthened in the 16th Century when Henry VIII reviewed its fortifications and ordered two new blockhouses (small forts) and several other structures to be built to protect the harbour, (principally against a possible French invasion) and a citadel was added in 1681 (left). These fortifications restricted the expansion of the town and would later lead to issues of overcrowding.

Hull continued to be an important port in the later middle ages. It exported lead and grain as well as wool. Imports included cloth from the Netherlands, iron-ore from Sweden, oil seed from the Baltic and timber from Riga and Norway – timber and oil seed continue to be major imports through the present day ports. Trade with the Netherlands was particularly extensive and this appears to have influenced the architectural style of the day. Hull had the appearance of a Dutch town with its high brick walls, surrounding moat and gabled houses along the banks of the River Hull. The port suffered a decline in trade during the 16th and 17th centuries but its strategic importance meant it received the military attentions of both sides in the British civil wars. In April 1642 King Charles I attempted to take control of the arsenal in the town but was turned away from the gates by the governor Sir John Hotham. Hull supported the Parliamentarian side in the conflict and was consequently besieged by the Royalists for five weeks in 1643. Trade, particularly with the Baltic, expanded in the early 18th century leading to a population growth in the town from 7,000 in the 1670s to 15 -18,000 a century later.

Hull’s commerce was originally confined to the old harbour (around the mouth of the River Hull extending to North Bridge). It was a natural harbour with cargoes landed and loaded on the wharves on the west side of the river. At the time it was unique as it had no legal Quay and therefore it was difficult for the custom officers to assess duty to be paid, leading to a loss of revenue for the government. For this reason and the increase in trade, fuelled by the Industrial Revolution in West Yorkshire, Hull’s first dock, Queen’s Dock was opened to relieve congestion in the old harbour (see above). Construction began in 1775 and was completed in 1778 and at the time was the largest dock in England. As part of its development the town walls to the north were demolished and much needed land released for development. New wide roads and elegant middle class terraces followed quickly, the remains of which form the Georgian New Town Conservation Area today. Two other docks, the present Humber Dock and Princes Dock, were opened in 1809 and 1820 respectively.

Due largely to the confined nature of Hull prior to 1800, little development from this time exists today. A noteworthy exception is Charterhouse, a former monastery and almshouse whose origins date back to the 14th century (right) and Sutton-on-Hull, a former agricultural village in East Hull which was incorporated into the city in 1929.

19th and Early 20th Centuries (1800 – 1919) Hull benefited from the industrial growth of its hinterland from the late 18th century. It was not just a port for the towns of the industrial revolution, it became a part of the revolution itself. Some of the town’s leading merchants, such as the Blaydes, had diversified into industry. The Blaydes family had gone into ship building (their claim to fame being that their shipyard built the ‘Bounty’). The 19th century saw the establishment of industries based on processing raw materials imported through the port, such as corn milling, seed crushing and paint manufacturing (left). The early century also saw a growth of engineering in Hull, as ships became steam- driven and then iron-hulled and the flourishing flour and oil-seed crushing mills required more sophisticated machinery.

The late 18th century saw the rise of the whaling trade in Hull, one of its main entrepreneurs being Samuel Standidge, who sent three whalers to Greenland in 1768. By 1800, 40% of the country’s whalers sailed from the town, the really prosperous period being 1815 to 1825 when 2,000 men were employed in the trade. The whaling trade brought increased prosperity to the town until it began to decline through over-fishing in the mid 19th century. During the good year of 1820, 50 vessels sailed from Hull to go whale hunting, but by 1832 this number had declined to just 28. By then, the fishing industry itself was beginning to take off. In the 1840s, the ‘silver pits’ – a very fish-rich part of the North Sea (only 50 miles from Hull), led to fishermen from Devon and Kent migrating to the Humber, at first seasonally and then permanently. The number of ‘smacks’ fishing from Hull rose from 29 in 1845 to 270 in 1863. Those employed as fishermen rose from 4 in 1841 to 313 in 1861, 924 in 1871 and 1, 578 in 1881, with the corresponding rise in the population of Hull from 32,958 in 1831 to 277,991 in 1911. The introduction in the late 19th century of new fishing methods – the ‘trawl’ and of steam powered trawlers, meant that Hull fisherman fished as far a field as Iceland and the White Sea and led to the dramatic increase in employees in the fishing industry.

Trade and industry were further boosted by the arrival of the rail link with Leeds in 1840. Other railways followed, including the Hull and Barnsley Railway and associated dock which were opened in 1885 to break the perceived local monopoly of the North Eastern Railway. With the opening of the railways in Hull, five more docks were constructed during the later 19th century and two followed in the 20th century. The Town Docks system was extended in 1846 when the Railway Dock (right) was opened and its use was dominated by the Wilson Line, Hull’s biggest steamship company. Victoria Dock followed in 1850 and was the first to be built on the east side of the River Hull, principally for the importing of timber from the Baltic. The Albert Dock, parallel to the Humber was opened in 1869 and became the home of the North Sea fishing fleet. In 1883 St. Andrews Dock met the demands of the town’s expanding fishing industry. Further east along the Humber Alexandra Dock opened in 1885 and further east still King George Dock was opened in 1914. Hull’s earliest industrial development took place along the east bank of the River Hull (Drypool village – in an area that still contains a number of historic mills and warehouses). New docks were built, to the west of the old town to accommodate the growing fishing industry and to the east for the timber trade. The processing and manufacturing industries were concentrated northwards alongside the River Hull (left). Near the docks and industrial areas vast numbers of working class houses were built, first westwards to the south of Anlaby Road and to the north west between Beverley Road and the river and then to the east along Holderness and Hedon Roads. Many families in these areas lived in short courts running at right angles to the main street (containing typically 6 to 10 dwellings) ending with a wall dividing them from the corresponding court running from the adjoining street. This cul-de-sac terraced housing was distinctive to Hull and examples still exist, particularly off Hawthorn Avenue, Newland Avenue and Holderness Road.

The industrial revolution brought with it pollution, poverty and poor living conditions, which in turn led to ill health. During the Victorian period a number of national and local housing policy reforms sought to address concerns over living conditions and health, leading to significant but gradual improvement. The main national policy reforms are as follows:- • 1842 Chadwicks report on the ‘Sanitary Conditions of the Labouring Population’ • 1844 First report published by the Royal Commission on the Health of Towns • 1848 ‘First Public Health Act’ – covered sewage, drainage and housing. • 1868 ‘Sanitary Act’ – required local authorities to improve housing standards • 1875 ‘Artisans and Labourers Dwellings Improvement Act (Cross’ Act) – gave local authorities powers to compulsory purchase dwellings unfit for habitation and build new properties for letting (in practice in Hull little was achieved in this era due to the compensations needing to be paid, the cost of construction and the high rents needed to meet these costs) • 1890 ‘Houses of the Working Classes Act’ – delegated more health-related powers to local authorities, increased their duties to report unfit housing and further empowered them to build council housing using money collected from rates. Despite the above housing/health acts municipal housing in Hull was very limited before the First World War, although some were constructed through philanthropic societies. In 1862 the ‘Society for Improving the Condition of the Labouring Classes’, erected a tenement block called the ‘Model Dwellings’ (now owned by the Sutton Housing Trust) on the corner of Midland and St. Luke’s Streets (Thornton area). In 1889-90 the Hull Artisans and Labourers Dwellings Co. Ltd built 53 houses in the area now know as Gordon Avenue in the New Bridge Road area.

In Hull in the 19th century middle class housing was limited. The town’s wealthiest merchants had relocated to the villages west of Hull, whilst the rest built imposing terraces along Anlaby Road, Spring Bank and Beverley Road in the 1840’s and 1850’s. In 1860 Pearson Park was opened, Hull’s first example of an extensive, publicly accessible recreation space, followed in the 1870’s by the Avenues (above) with tall Victorian terraced houses along tree-lined boulevards. Other notable examples of this later Victorian housing, which still exist today, include Boulevard and Coltman Street.

In the late 19th century Hull’s main shopping area gradually moved westwards from its original site around Market Place in the Old Town. It gradually gravitated towards Paragon Station after it opened in 1848, although the commercial centre (the banks, insurance companies, merchants’ and solicitors’ offices) remained on Lowgate and Silver Street. A new city centre was formed around 1900 with the creation of Queen Victoria Square and the laying out of King Edward Street, Jameson Street and Alfred Gelder Street. Hull was granted city status in 1897 and the civic pride that went with it is demonstrated in the grandeur of its Edwardian public buildings, such as the Guildhall (completed in 1916) designed by the architect Sir Edwin Cooper and the City Hall (opened in1909) designed by Joseph H Hirst, the first city architect. Hull was at its most prosperous in the years before the First World War and an Edwardian spirit of improvement went with this prosperity. On Cottingham Road, to the north, a teacher training college (now part of the University of Hull campus) was constructed in 1910. To the east, Sir James Reckitt bought 130 acres of land for his employees and created Hull’s ‘Garden Village’ designed by local architects Runton and Barry (opened in 1908) which embodied the attributes of space, architecture and nature associated with the garden city movement (left).

Inter War Years (1919 – 1945) The sense of civic pride and drive for improvement appears to have continued through the inter-war period, principally around the expanding city centre. Ferens Art Gallery was opened in 1927, work began on the development of Ferensway in 1931 and the creation of Queen’s Gardens in 1930. By the 20th century Queen’s Dock (which had been in use for over 150 years) was becoming redundant, more docks had opened in the city and deep sea fishing had moved to these newer docks, and in 1930 it finally closed. It was then purchased by the Hull Corporation for £100,000 and over the next four years it was filled in and landscaped to become a Pleasure Garden (now Queen’s Gardens). 1927 also saw the start of construction of University College Hull, then an external college of the University of London (later to become the University of Hull). It opened a year later with 14 departments in pure sciences and the arts and 39 students. The college at that time consisted of one building, the Venn Building (named after the mathematician John Venn, who was born in Hull) on Cottingham Road (above left). The college gained its Royal Charter in 1954 which empowered it to award its own degrees, making it the third university in Yorkshire and the 14th in England.

The 1920’s and 1930’s saw industrial decline, exacerbated by over-production in the fishing industry, however this period saw many improvements in housing. The landmark ‘Addison Housing and Town Planning Act’ of 1919 followed on from Lloyd George’s famous speech in 1918 promising “to make Britain a fit country for heroes to live in”. This act brought radical changes across the country, including Hull. For the first time, legislation forced local authorities to build new houses in working class areas and all towns and cities with populations over 20,000 had to prepare development schemes. Central government gave financial help for this between 1919 to 1923. Local authorities were required to do surveys of their areas to find out what the housing problems were (right) and the municipal housing created had to be let at a low rent so poorer families could afford them. This resulted in the construction of 518 local authority homes in Hull, with the main sites being Gipsyville, Preston Road and Greenwood Avenue estates. In the private sector there was extensive ribbon housing development along the main arterial roads, particularly to the west of the city. The ‘Chamberlain Housing Act’ of 1923 sought to encourage private housing development through the use of subsides, this led to the construction of 2,667 private homes (which continued until the early 1930’s) also known as ‘subsidy’ housing. The main areas being Chanterlands/Bricknell Avenue, Calvert Lane and Belgrave Road in west Hull and James Reckitt Avenue/Gillshill Road and Southcoates Lane in the east. In response to concerns that the 1923 housing act was not benefiting the majority of the population, the ‘Wheatley Housing Act’ (1924) put the focus back on providing homes for the working classes. ‘Subsidy’ housing was unaffordable for most low paid working families. The ‘Greenwood Housing Act’ (1930) introduced a five year programme for slum clearance and forced local authorities to provide housing for those who had lost their homes through clearance schemes (left). Slums had developed in British cities for economic reasons and Hull was no exception. Working class families traditionally lived in the city centre and close to their places of work. A 1925 medical report on Hull stated that 2,578 houses were needed to re - house persons living in unhealthy areas. The report also mentioned “much overcrowding” in the “narrow courts” with demolition as the only solution. Under these two acts 4,000 new homes were built in the city. In total there were 34 demolition orders between April 1931 and September 1938 involving 10,578 people, 2,790 houses and numerous businesses.

During this period the Garden City Movement was particularly influential in offering a vision for improved housing conditions. It promoted good quality housing in a heavily landscaped setting, complemented by community facilities. In Hull this is probably best realised by the aptly named ‘Garden Village’ which was started in 1907 but had another phase of construction from 1923. Another example is ‘Broadway’, also in east Hull which was built by British Oil and Cake Mills Ltd for its employees. The public sector adopted the space standards of the Garden City Movement as well but owing to public funding constraints, estates lacked the variety, architectural detailing and maintenance regimes that enhanced private sector garden cities.

Approximately 10, 000 council houses were developed in west Hull during the inter-war period following the slum clearances. These developments tended to follow the arterial roads and included purpose-built centres and public open space. As a result of this expansion, by 1939 12% of housing stock in the city was council owned.

During the Second World War Hull’s port and industrial facilities, coupled with its proximity to mainland Europe, saw it devastated by bombing raids. Much of the city centre was completely destroyed. The city was the most severely bombed British city or town apart from London, with 92% of houses being damaged or destroyed (left). Of a population of approximately 320,000 at the beginning of the war, approximately 192,000 were made homeless as a result of bomb damage. The worst of the bombing occurred during March and May 1941. Little was known about the extent of this destruction by the rest of the country at the time since most of the radio and newspaper reports did not reveal Hull by name but referred to it as a “North- East” town.

Post War Years (1945 – 1980) Following the widespread destruction in Hull in the Second World War, the services of two great town planners, Sir Edwin Lutyens and Sir Patrick Abercrombie were secured to draw up a reconstruction plan for the city – ‘A Plan for the City and County of Kingston upon Hull – 1945’ (right) which also involved the wholesale re-planning of the city centre. Among the more radical ideas suggested in the plan included proposals to build a satellite town for 60,000 people at Burton Constable and an inner ring road to run along a widened High Street. Most of the proposals where not implemented, although some, including the inner ring road, were incorporated in the City Council’s own Development Plan (1954), to the detriment of the Old Town.

Housing clearance accelerated after the war, with council housing forming most of the replacement development. Between 1945 and 1989 the number of council homes rose from 10,000 to over 50,000 accounting for almost fifty per cent of the city’s housing stock. In east Hull this development took place around Bilton Grange, Greatfield (right) and Longhill and in west Hull at Boothferry Estate and Priory Road/Bricknell Avenue. These early estates mainly followed the inter war patterns of development.

Some inner city redevelopment (1960 - 80) took place, principally between Anlaby Road and Hessle Road, south of Spring Bank and east of Beverley Road, but most building happened on the peripheral edges of the built up area, Ings and Bransholme (east Hull) and Orchard Park (west Hull) are foremost examples. Bransholme was built as a largely self-sufficient residential community incorporating a number of schools, churches, community facilities and retail areas. It had come into being following the war when it became necessary (largely due to the devastation caused during the war) to re-house on a massive scale. The City Council already owned a lot of undeveloped land on the northern margin of the city and acquired more by 1948. The intention of the council at the time was to provide a new town rather than a large estate but government approval was not forthcoming. The ‘Bransholme Estate’ (left) was originally planned to house a population of 26,000 and this figure grew to over 30,000 at its height. It was built in the late 1960’s and early 70’s with the first homes officially opened on 1st May 1967.

This later council building (1960 – 80) was influenced by the 1961 report on housing space standards in public housing entitled ‘Homes for Today and Tomorrow’ published by the Parker Morris Housing Committee. The report concluded that the quality of social housing needed to be improved to match the rise in living standards and made a number of recommendations, resulting in the ‘Parker Morris Standards’. In 1967 these space standards became mandatory of all housing built in new towns and was extended to all new council housing in 1969. In Hull in this period new types of development were tried including (i) non-traditional pre-fabricated building techniques, (ii) inward looking estates designed according to ‘Radburn principles’ with roads and parking at the edges of pedestrian housing areas, and (iii) high-rise development. The ‘Ings Caspons’ estate is an example where all three ‘advances’ were tried (probably unsuccessfully in hindsight). The profile of trade and industry changed in Hull after the war which had a dramatic effect on the city as a whole during this period. By the 1950’s trawlermen had made Hull a wealthy city, at its peak almost 8,000 trawlermen worked out of its docks (left). But in the later part of the second half of the century the industry was plagued by over-fishing and foreign competition. Trawlers had become bigger and more efficient and took more fish. Relations with Iceland, where fishing was central to the national economy, deteriorated in the 1960’s leading to the ‘cod wars’ when British naval ships had to protect Hull’s trawler fleet. The trawler industry was greatly damaged by the last of these ‘Cod Wars’ in the 70’s but managed to survive by investing in new port facilities and building food-processing plants, until 1980 when the whole Hull trawler fleet went bankrupt.

Post 1980’s From the 1980’s in terms of housing, the emphasis moved away from clearance to one of recovery and refurbishment. Urban regeneration became the key concern for Hull. It describes a wide range of activities designed to bring a new vitality and viability to previously run down areas of the city. Regeneration involved refurbishing buildings, renewing infrastructure and the built environment and redeveloping buildings that have reached the end of their useful life. This gradual renewal and regeneration was generally considered to be less socially and economically disruptive than the clearances of earlier in the century. Successful examples of these regeneration schemes (in chronological order) include, Coltman Street Housing Action Area, North Hull Housing Action Trust and The Garths and Gipsyville Regeneration Priority Areas. The first of these examples, Coltman Street, became a Housing Action Area (HAA) in 1983. It gave the Council powers to make private landlords provide adequate accommodation and improve the physical look of their properties. Private developers were also encouraged to come into the area to build new houses and convert and refurbish some of the historic older properties. In the last two years of the HAA the Council also undertook environmental works, such as repaving, renewing railings and walls and creating roadside islands to delineate car parking bays. Overall, the HAA was considered a success and succeeded in saving the historic character of Coltman Street (left).

Housing Action Trusts (HAT) were set up by the government to redevelop some of the poorest council housing estates in Britain, six Housing Action Trusts were established under the ‘Housing Act of 1988’, including North Hull Housing Action Trust. North Hull became the first HAT to begin after the 1988 act which allowed HATs to take over the running of local authority estates. The main aim of the North Hull HAT was to achieve long lasting improvements in the living conditions of residents by repairing and improving properties, managing the housing stock more effectively, encouraging diversity of tenure and generally improving the overall social, environmental and physical conditions of the estate. Work started in April 1991 on the £50 million five year improvement scheme and by the end of the programme (in 1999, Hull was the first of the original six areas to complete their schedule of works) the Trust had carried out renovation work on 2,332 properties and a further 335 new properties had been built.

In east Hull, The Garths Geographical Priority Area (GPA) is another example of a major housing modernisation and improvement programme in an existing local authority council estate. GPAs took a more holistic approach to urban renewal, they moved the emphasis away from only tackling physical problems to incorporate wider social issues, such as education, health, social inclusion and sustainable development. In The Garths, these measures included improving greenspace, creating jobs and new businesses, reinforcing lifelong learning, providing leisure and cultural facilities and community support. The programme was formally approved in December 1994, with funding secured under the Single Regeneration Budget (SRB) Phase One and delivered by the City Council through City Vision Ltd. (its regeneration delivery partner), a company based upon a partnership of organisations drawn from across the public, private, community and voluntary sectors. Through the Single Regeneration Budget Phase Two, the Council and City Vision were again successful in obtaining £11.7 million (the final overall value of this regeneration scheme was £71 million when finished) for the improvement of the Gipsyville council estate. This programme involved major redevelopment of the estate including some demolition of the original properties and replacement by private housing (see above).

In terms of private housing, the major developments have happened on reclaimed docklands (in east and west Hull) and at Kingswood on the northern margin of the city. The profile of trade in Hull had changed after the war and this continued into the 1980’s. Following the closure of the smaller, older docks and the increase in container and passenger ferry traffic at Queen Elizabeth and King George Docks, Associated British Ports decided to sell their redundant sites at Victoria Dock and Priory Sidings (Summergroves). These were redeveloped by private developers (from the late1980’s and completed by 2003) and have evolved into successful communities. Kingswood was created within the last ten years on the north edge of the city. The housing estate continues to spread northwards as construction is completed (although completions have slowed in recent months due to the economic recession) and the homes are considered ‘aspirational’ by much of Hull’s population.

In more recent times, the urban renaissance agenda, backed by government intervention, aims to bring about more sustainable forms of development. In Hull, the Council has been actively developing this agenda, by attempting to tackle the problem of urban drift, high levels of vacancies in both public and private sector housing and surplus school places. Wards within the city which display the highest levels of vacancies, market fragility and lack of investment by owners have been prioritised for action. This action is being delivered by the ‘Gateway Hull and East Riding of Yorkshire Pathfinder Housing Market Renewal’ (usually referred to as ‘Hull Gateway’) programme, it submitted its prospectus in 2004 and is responsible for bidding for funding from the government’s housing renewal fund and attracting additional public/private sector investment. To date Hull Gateway has secured over £150 million of government funding. Gateway’s strategic regeneration area in east Hull is the Holderness Road Corridor (HRC). Action is happening first in Ings and on Preston Road where a new generation of energy- efficient homes are being built. At Ings, Gateway is demolishing 260 ‘Caspon’ houses and is replacing them with new, energy-efficient homes for rent, sale and shared ownership to the east of Mitcham Road and Camberwell Way (left). On Preston Road, the first phase of house building has been completed with the construction of 107 homes at Ellerby Grove. A scheme to demolish the sub-standard ‘Wild’ houses to the east of Holderness Drain is also underway on Preston Road. In west Hull the strategic regeneration programme is underway in Newington and St. Andrews wards (NaSA). The schemes include: a £12 million development of over 100 eco-friendly homes at Woodcock Street (right), a refurbishment of more than 400 homes at Melrose Street, Plane Street, Sandringham Street and St. Georges Road and the acquisition of homes and commercial properties west of Hawthorn Avenue which will become part of the redevelopment of the former Amy Johnson School site.

In terms of industry and trade for Hull in the post 80’s, many of the old industries which originally developed in the city to process imported raw materials are still here, including pharmaceutical firms Reckitt Benckiser and Smith and Nephew and the millers Maizecor. The port is still, after over 700 years, a major importer of timber from northern Europe and a chief passenger ferry terminal to the continent. There is also a larger awareness of the potential of tourism as a generator of prosperity. Tourism is growing rapidly in the city and is recognised as one of the most important industries by the Council: it relates closely to one of the authority’s key priorities by providing a wider range of jobs. Like most other cities of its size, there is a strategy in place for developing Hull as a tourist destination. The city boasts a wealth of maritime heritage and a range of museums and galleries. Its key strengths include: ‘The Deep’, the Humber waterfront and the Marina, the ‘Heritage Quarter’ – which includes Wilberforce House, the Streetlife Museum, the ‘Fish Trail’ (left) and the ‘Old Town’, shopping and numerous interesting pubs and bars. Physical improvements have been incorporated by this promotion of tourism, such as the pedestrianisation of the city centre and the construction of modern shopping centres (Princes Quay and St. Stephens) and the travel interchange, which have improved the overall appearance of the city in the past 30 years. −

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! ! City Boundary 1800 to 1869 Medieval Core and Sutton and Marfleet Villages Expansion Town Georgian New 1870 to 1911 1912 to 1945 1946 to present

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!! Legend ! 4. Overall Character of Hull

It is generally agreed that the city of Hull has a distinct character, identity and sense of place, however it is more difficult to pinpoint exactly what it is that makes the city distinctive. To help in this task, the City Council and the Architecture Centre for Hull and the Humber Region (Arc) organised various events during summer 2009 to explore the concept of ‘Hullness’. Perhaps not surprisingly, no definitive view was reached and the debate continues. However, the responses to the events have highlighted some recurring themes and factors that contribute to the distinct character of the city. These are set out below. ‘Hullness’ has been concerned with ‘character’ in all its senses, including cultural, social, economic, environmental and physical aspects. However, for the purposes of this study, ‘character’ is concerned with the impact of the above elements on the built form of the city.

• The physical setting of Hull in a flat landscape where the River Hull joins the Humber Estuary means that expanses of water and sky are characteristic features of the city. Hull is an industrial port city located some distance away from other large towns and set in the rural East Riding of Yorkshire. Traditionally it has looked to the sea and continental Europe rather than the rest of England. Unlike most other northern and midland cities, it is not part of a conurbation. This relative isolation has given it an independent and distinctive character.

• Trade with Baltic, Dutch and French ports over the centuries has influenced the built form, architecture, economy and culture of the city. 17th century prints show Hull to resemble a Dutch town, walled and almost surrounded by water, with buildings of Dutch-style bricks, gables and pantiled roofs. Construction of the Town Docks In the late 18th century brought water inland to what would become the city centre and development of the Georgian New Town began. The Old Town became, in effect, an island and today it still retains a defined identity and medieval street pattern.

• The 19th century brought expansion of the docks and development of associated industries. Distinctive communities developed linked to these industries: fishing in west Hull, with migrants from other coastal areas of the UK; cargo handling in east Hull; and oilseed processing to the north on both banks of the River Hull. The industrial area along the River Hull retains its historic character in the Wincolmlee area. The physical barrier of the River Hull and the limited number of bridge crossings has meant that the west and east sides of the city have developed with differing characters and identities, most notably manifested by the city producing two rival rugby teams. Physical expansion of the city resulted in a series of long, straight radial roads, with the streets between them packed with very high density housing of a type that is unique to Hull – ‘courts’ of short terraces at right angles to the street with pedestrian-only access. Although now far fewer in number, areas of these terraces still exist in the inner area today. At the same time, early planned developments of good quality houses began, such as the Avenues in west Hull and Garden Village in east Hull. Improvements to the city centre in the late Victorian period brought distinctively designed public buildings such as the Guildhall and City Hall, and wide new streets of commercial buildings, e.g. Jameson Street and King Edward Street.

• In the 20th century, particularly following the two world wars, social factors came to the fore with programmes of housing improvement through slum clearance and the evolution of town planning. The radial roads were extended into tree-lined dual carriageways and a ring of public housing estates were developed around the city. This type of development is found in most large towns and cities, and it reflects the styles of the time, e.g. garden city style estates in the interwar period and non- traditional layouts in the 1960s. These estates are a significant feature of the city, not least because of the extensive areas of land they occupy. During the post WW2 period the out-migration of more affluent people to East Riding settlements just beyond the city boundary, such as Cottingham and Willerby, has continued and accelerated. This process began in the 19th century with the arrival of the railway, while in the 20th century it has been largely enabled by the growth in incomes and car ownership. This has meant that the city has continued to be dominated by terraced housing for the less affluent, although this is being addressed with the development of new ‘aspirational’ housing in areas such as Victoria Dock and Kingswood. Economically, the period since the 1970s has seen a significant decline in Hull’s traditional industries, with resulting dereliction, although the port continues to thrive but with far fewer employees.

• Despite extensive war-time bombing and post-war redevelopment, the city centre remains spacious and this is enhanced by extensive pedestrianisation and the absence of through traffic. Neglect of the Old Town following WW2 inadvertently helped to preserve it. Regeneration of the area since the 1980s has capitalised on an asset that many visitors do not expect to find in Hull. A marked contrast is evident between the narrow streets and confined buildings of the Old Town and the wide streets and openness of the New Town, where much of the post-war commercial development has taken place. Following a period of post-war reconstruction with plain buildings of indifferent design, some distinctive buildings have been constructed in recent years that reflect Hull’s maritime character, in particular the Princes Quay shopping centre over the former Princes Dock and The Deep, a millennium visitor attraction located where the River Humber joins the Humber Estuary. Similarly, residential development on the former Victoria Dock has drawn inspiration from Hull’s maritime past, though many other developments consist of standard volume house- builder designs. Most recently the St Stephens shopping development adjacent to the rail and bus station has brought a bespoke design to a prominent location. Even with these developments, the city remains predominantly low-rise in character.

• The interaction of Hull’s physical setting with its economic and social development over time, and the resulting built form, has created the character of the present-day city. This character can be summarised, in simple terms, as an industrial port city set on an estuary some distance from other towns and cities, where the flatness of the land and expanses of sky and water are constantly evident. Particular features of Hull include: the city centre where the narrow streets of the Old Town contrast with the spaciousness of the New Town; radial roads lined by small shops giving way to tree- lined dual carriageways; inner city areas where late Victorian/Edwardian terraces stand alongside post-war redevelopment; extensive outer estates of public housing that are known largely only to the people who live in them; and post-1980s regeneration with distinctive new buildings in the city centre and waterfront area. 5. Townscape Types and Character Areas in Hull

The second stage of the study has involved applying the landscape setting and historic evolution sections of the first stage to a map base. 22 types of townscape were identified, based on the type of land use and the age of development. These were then mapped across the city to identify local character areas. For example, the ‘interwar council estates’ townscape type can be found in the Gipsyville, Derringham Bank, North Hull, Preston Road and Old Bilton Grange areas of the city. However, this produced a very complex map of some 120 different local character areas. At first sight Hull is comprised of broad bands of different ages of development (e.g. 19th century inner city, postwar peripheral estates) and broad areas of different types of land use (e.g. housing, industry). But in fact there is often considerable variety within areas characterised by these broad ages and types of development. For example, Gipsyville is a relatively clearly defined local area characterised by an interwar council estate; however, the area also comprises a radial road retail centre, pre First World War terraced housing, 1990s housing redevelopment and an industrial area. Each of these represents a different townscape type and therefore each would be a separate character area. Similar mixes of uses/ ages are found in many other areas of the city, particularly where there has been infill development or redevelopment. Many character areas would therefore be very small in size, and it would be unrealistic in terms of resources to attempt to survey and analyse them all in any detail.

As a consequence of this it was decided to simplify the process by identifying character areas in terms of their predominant townscape type. This has reduced the total number by around half to 58. They are identified by physical boundaries, such as main roads, railways, drains and open spaces, which often define community boundaries, and the predominant age and type of development. For example, the Gipsyville area described above is identified as a single character area. The boundaries of some areas are more easily determined than others – it is hoped that consultation will give some feedback on where boundaries should be located. Within these larger areas, sub-areas can often be identified, representing the more complex pattern of uses/ ages referred to above. These will be taken into account, and if considered desirable can be explored in more detail, in the character area assessments. The number of townscape types was reduced slightly to 19.

The proposed townscape types and character areas are set out in the following table and identified on the map.

Table 1: Townscape Types and Character Areas in Hull

Townscape Type Townscape Character Areas

1. Medieval Core A. Old Town

2. 18th Century Expansion A. New Town

3. 19th, 20th and 21st Century City Centre A. Jameson Street/King Edward Street/Freetown Development – mixed uses but Way/Ferensway/Prospect Centre/Princes Quay/St predominantly commercial Stephens/Hull College/Marina

4. Historic Village Core A. Sutton

A. St. Andrews B. Newington C. Albert Avenue D. Botanic 5. Pre World War 1 Terraces (1800-1919) E. Dukeries/Sunnybank/Chanterlands Avenue F. Newland Avenue G. Sculcoates H. Mersey Street I. New Bridge Road

A. Avenues/Pearson Park 6. Pre World War 1 Suburbs (1800-1919) B. Garden Village

A. Gipsyville B. North Hull Estate 7. Interwar Council Estates (1919-1945) C. Preston Road D. Old Bilton Grange

A. Anlaby High Road B. Derringham/Willerby Road/Wold Road/Priory Road C. Bricknell Avenue/Fairfax Avenue D. Beverley High Road 8. Interwar Private Suburbs (1919-1945) E. Chamberlain Road F. James Reckitt Avenue/Gillshill Road/Ings Road G. Holderness High Road/Broadway/Southcoates Lane

A. Boothferry Estate 9. Post World War 2 Council Estates B. Longhill (traditional) (mainly 1945-1960) C. New Bilton Grange D. Greatfield A. Orchard Park 10. Post World War 2 Council Estates B. North Bransholme (non-traditional) (mainly 1960-1980) C. Bransholme D. Ings Estate

11. Interwar & Post World War 2 Council A. Porter Street/Thornton Estate Inner City Redevelopment (1930-39 & B. Londesborogh Street 1955-90) C. Bridlington Avenue

A. Downfield Avenue/Compass Road/Stanbury Road 12 Post World War 2 Private Suburbs B. Sutton Park (1945-1980) C. Fleet Estate A. Summergroves B. Kingswood 13. Post 1980 Private Estates C. Howdale Road/Salthouse Road D. Victoria Dock

14. Pre World War 1 Industrial (1800- A. Wincolmlee 1919) B. DrypoolWilmington/Stoneferry

A. National Avenue 15. Interwar Industrial (1919-1945) B. Clough Road

A. Hessle Road 16. Post World War 2 Industrial B. Sutton Fields C. Hedon Road

A. Albert/William Wright Docks 17. Docks B. Alexandra Dock C. Queen Elizabeth/King George Docks

A. St Andrew’s Quay 18. Post 1980 Business and Retail Parks B. Priory Park C. Kingswood

A. North of Kingswood 19. Agricultural Land B. East of Bransholme C. East of Greatfield

Key Map 2 1 Medieval Core Location of 19 10. B 2 18th Century Expansion Townscape Types in Hull 3 19th/20th/21st Century City Centre Development

4 Historic Village Core 13. B 19 5 Pre World War One Terraces (1800 - 1919)

6 Pre World War One Suburbs (1800 - 1919) 18. C

7 Interwar Council Estates (1919 - 1945) 10. A 10. C 12. A 8 Interwar Private Suburbs (1919 - 1945) 12. B 13. C 9 Post World War Two Council Estates (1945 - 1960) 7. B 9. B 12. C 10 Post World War Two Council Estates (1960 - 1980) 4. A

Interwar/Post World War Two Council Inner 11 16. B City Redevelopment (1930 - 39 and 1955 - 90) 10. D 8. D 12 Post World War Two Private Suburbs (1945 - 1980) 9. C

13 Post 1980 Private Estates 15. B 8. E 8. F

14 Pre World War One Industrial (1800 - 1919) 8. C 5. F 8. G 7. D 5. G 15 Interwar Industrial (1919 - 1945) 6. B

6. A 7. C 9. D 16 Post World War Two Industrial 14. A 5. H 19 8. B 15. A 5. I 17 Docks 5. D 11. C 5. E 14. B 16. C 18 Post 1980 Business and Retail Parks 11. B 5. C 2. A 19 Agricultural Land 17. B 3. A 13. D 17. C 8. A 1. A 5. B 11. A 5. A

7. A 17. A 16. A 9. A

13. A 18. A − 18. B 6. Townscape Types Assessment

1. Medieval Core Generic Description: Mixed use commercial, retail, leisure and residential area. Layout is generally determined by historic street pattern with varying widths of street, dependant on period of development and use at the time of development. The built form has buildings of a variety of scales dependant on period of development and importance of the buildings. Older buildings tend to be brick, later replaced with stone and more modern materials latterly. Character Areas: Old Town*

2. 18th Century Expansion Generic Description: The first substantial development to occur outside Hull's Town Walls, this area is characterised by the rectilinear street layout. The built form remaining from that period consists primarily of brick terraces of houses (many with partial basements and use of attics), along with public buildings and planned open space of Kingston Square. Character Areas: New Town*

3. 19th, 20th and 21st Century City Centre Development Generic Description: (a) Late 19th century wide new streets developed with grander commercial and public buildings, often stone or glazed, e.g. King Edward Street, Jameson Street, Alfred Gelder Street. (b) Some continuation of this after WW1 e.g. Ferensway. (c) Post World War 2 redevelopment following bombing e.g.Paragon Street, and purpose built covered shopping centres e.g. Prospect Centre, Princes Quay and St Stephens. Mainly aimed at retail and related uses with considerable provision for cars. Modern buildings with limited architectural detailing and tend to be lower in height. Early postwar buildings often brick, more recent are concrete, glass, steel. Character Areas: City Centre

4. Historic Village Cores Generic Description: Rural village settlements incorporated into the city as it expanded. These areas have retained their historic character, distinctly different from the surrounding areas and subsequent developments. Character Areas: Sutton*, Marfleet*

5. Pre World War I Terraces (1800 – 1919) Generic Description: Smaller, typically terraced houses built between 1800 and 1919. These areas are characterised by high density, predominantly 2 storey brick terraced houses. The layout is typically in the form of grid arranged streets, and (with the exception of The Dukeries) small pedestrian ‘court’ housing at right angles to the houses fronting the street. Communal back-alleys (‘tenfoots’) provide rear service access. Variations are subtle and relate to whether properties have a front garden and/or bay window, the level of architectural detailing, if they have a back yard or garden, and on the internal space standards. Character Areas:, Hawthorn Avenue/St. Georges Road, Albert Avenue, Dukeries, Newland Avenue, Sculcoates Lane, Abbey Street, Mersey Street/ Westcott Street, New Bridge Road.

6. Pre World War I Suburbs (1800 – 1919) Generic Description: Larger housing built between 1800 and 1919. These areas have larger properties in more spacious plots with front and rear gardens. Streets tend to be tree-lined and public open space within or in proximity to the development was also a feature. The densities, layout and type of housing built vary considerably between the character areas. The properties tend to have distinctive architectural styles and features. Internally, the properties tend have generous space standards. Character Areas: Boulevard*, Coltman Street*, Avenues*, Newland Park*, Garden Village*, Anlaby Park*

7. Interwar Council Estates (1919 – 1945) Generic Description: These areas consist of predominantly two-storey semi-detached and terraced housing with front and back gardens. The areas typically have good space standards, both internally and externally, although minimal architectural detailing was incorporated to the buildings. The areas were typically laid out on a pattern-adapted-grid network of wide streets, and sometimes including small open spaces and grass verges. Some elements of garden city principles were incorporated into the layouts. Character Areas: Gipsyville, Derringham Bank, North Hull, Preston Road, Old Bilton Grange

8. Interwar Private Suburbs (1919 – 1945) Generic Description: Predominantly detached and semi-detached medium density housing, provided with front and back gardens (adopting some garden city principles), good space standards internally and externally, with more architectural detailing than public housing from the same era. Typically loosely laid out on a network of wide roads, including some cul-de-sac and small greens. Parking tends to be on-plot. Character Areas: Willerby Road, Chanterlands Avenue, Bricknell Avenue, Desmond Avenue/ Welwyn Park Avenue, James Reckitt Avenue/Gillshill Road, Southcoates Lane, Broadway

9. Post World War II Council Estates – traditional build (1945 – 1960) Generic Description: Predominantly brick semi-detached housing with blocks of terraced housing. Housing is typically medium density, with front and back gardens (adopting some garden city principles). Normally laid out on a network of wide streets, with some cul-de-sac and small greens. There are good space standards internally and externally. The buildings have minimal architectural detailing. Car parking is either on-plot, on-street or within small parking courts. Character Areas: Boothferry Estate, Priory Road, Grammar School Road, Spring Cottage, Longhill, New Bilton Grange, Greatfield

10. Post World War II Council Estates – non - traditional build (1960 – 1980) Generic Description: Predominantly small blocks of terraced housing and low/medium/high- rise apartment blocks of non-traditional materials and/ or construction. Housing is normally provided at medium densities overall but with localised variations. Houses are typically provided with small front and back gardens, while higher flat blocks tend to be set in open space. Many of the areas use Radburn urban design principles (with roads and car parking at the periphery of pedestrianised housing areas). Often these areas present a bleak perspective with poor public realm. Character Areas: Orchard Park, North Bransholme, Bransholme, Ings Estate

11. Interwar and Post World War II Council Inner Centre Redevelopment (1930-1939 & 1955-1990) Generic Description: Pre-war areas comprise relatively high density brick terraced houses and small blocks of flats on early slum clearance sites. Post-war, these areas usually reflect the era in which they were built following slum clearances. Most are 1960s/ 70s and typified by a grid type layout of terraced houses with first floor bedsits above pedestrian passageways. Houses tend to have front and back gardens, both with access to the street. The front of the properties tends to face onto pedestrian areas with greenspaces, while vehicular access and parking areas to the rear of properties. Pedestrian permeability tends to have been reduced by closing of the walkways underneath bedsits which frequently are vacant. Sometimes these areas present a bleak perspective with poor public realm. Character Areas: Porter Street/Thornton, Redbourne Street/Constable Street, Selby Street/ Dairycoates/Newington Street, Walton Street, New George Street, Londesborough Street, Grosvenor Street, Queens Road, Fountain Road/ Bridlington Avenue, Sculcoates Lane, Barnsley Street, Victor Street

12. Post World War II Private Suburbs (1945 – 1980) Generic Description: This type of development is typically found on what were the outskirts of the city to the north and the east. It consists of predominantly semi-detached housing and detached housing. Some developments do contain elements of terraced housing and there is a limited amount of low-rise flat development, typically above shops or commercial space. The density of these developments is commonly low-medium. Houses are typically provided with front and back gardens, good space standards externally, subtle architecture with limited detailing and an emphasis on simplicity and function, normally laid out on a flowing network of connected streets and cul-de-sac. Car parking for houses is normally provided on-plot either on drives or in garages. Car parking for apartments is normally provided in communal parking/garage courts. Character Areas: Haworth Park, Sutton Park, Fleet Estate

13. Post 1980 Private Estates Generic Description: These areas typically consist of predominantly detached and semi- detached housing set on winding and cul-de-sac roads and typically low density. The housing is spatially economic both internally and externally in terms of the plots and also in terms of public realm. Car parking tends to be on plot. The more recent developments in these areas have begun to include medium-rise apartments and terraces. Densities appear to be increasing, and greater pedestrian permeability is increasingly becoming an issue. Character Areas: Summergroves, Kingswood, Howdale Road, Victoria Dock

14. Pre World War I Industrial (1800 – 1919) Generic Description: The built form of these areas is varied between original brick built premises (which often display architectural character and detailing), and more modern frame- built structures. The scale of premises is equally diverse, as is the range of employment and business uses. The historic road layouts remain in place which can cause issues around parking and servicing. Character Areas: Wincolmlee, Drypool, Wilmington, Stoneferry,

15. Interwar Industrial (1919 – 1945) Generic Description: Original development consisted of large employment uses, in proximity to housing to allow workers to access the site. Character Areas: National Avenue, Clough Road

16. Post World War II Industrial Generic Description: Industrial development typically consists of metal-clad one-storey shed developments of little architectural merit. Sizeable office areas include business parks with large areas of surface parking. Character Areas: Hessle Road, Argyle Street, Temple Street, Sutton Fields, Drypool, Hedon Road

17. Docks Generic Description: Working docks remain within the city; used as commercial docks and for passenger/ vehicle ferries. Mostly located in the east of the city. Working docks in the west of the city tend to be underused at present. Character Areas: Albert/William Wright Docks, Alexandra Dock, King George/Queen Elizabeth Docks

Also worthy of note are the reused docks within the city: Queens Gardens is an in filled dock, as is the Victoria Dock residential development. Princes Quay shopping centre and the Marina are in the former Princes, Humber and Railway docks where water and dock features remain apparent.

18. Post 1980 Business and Retail Parks Generic Description: Commercial areas, typically based around large expanses of surface car parking. Built form tends to be large, clad buildings with some additions to add interest and significant advertisements Character Areas: St Andrew’s Quay, Priory Park, Kingswood

19. Agricultural land Generic Description: land used for crops or grazing Character Areas: North of Kingswood, East of Bransholme, East of Greatfield

The following townscape types were identified on the first version of the map; however, they contributed to its complexity and were therefore excluded from the second simplified map.

Estuary, River and Drain Banks Generic Description: Walkways alongside water corridors in the city. Includes: (a) the Humber frontage, which where accessible tends to be hard landscaping; as is (b) the Hull south of Stoneferry Bridge. North of this, the Hull has a green bank, much of which can be walked along and forms an important natural break and green corridor in the city; and (c) the drain banks, which are commonly grassed with undergrowth in places. Character Areas: Humber Estuary, River Hull, Barmston Drain, Holderness Drain

Urban Greenspace Generic Description: Includes (a) formal parks, gardens, cemeteries and allotments; (b) other greenspace such as playing fields, golf courses and informal open space; (c) natural areas such as wood, meadow, heath and marsh; and (d) derelict land, which may be awaiting redevelopment. Character Areas: Pickering Park, West Park, Pearson Park, East Park; Western and General Cemeteries, Northern Cemetery, Eastern Cemetery, Hedon Road Cemetery; Costello playing fields, University sports ground, Oak Road playing fields, Bude Road/ Ennerdale playing fields, Rockford Fields, Alderman Kneeshaw recreation ground, Greatfield playing fields, Sutton Park golf course; derelict land at St. Andrews Dock and Kingswood.

Radial Roads including Retail Centres Generic Description: Main radial roads leading in to the city centre. Inner sections are relatively wide and lined by late 19th/ early 20th century 3 storey brick terraces, often with architectural detailing. Most were built as substantial houses for the well-off, but many are now in use as small local shops or divided into low-rent flats. About 2 miles out the radial roads become dual carriageways, typically developed in the interwar period, tree lined and well landscaped. They are lined by large semi-detached and detached houses with large gardens, with small groups of local shops at main road junctions.

Character Areas: Hessle Road*, Anlaby Road, Spring Bank, Princes Avenue*, Newland Avenue, Chanterlands Avenue, Beverley Road*, Holderness Road*

Estate Retail Centres/ Major Community Uses Generic Description: Local and district shopping centres in postwar residential areas, usually developed on council housing estates and sometimes on private estates. They tend to be away from main roads and are sometimes pedestrianised and inward-looking. They typically have an adjoining car park and their architectural style is generally functional. Major community uses include facilities such as the hospitals, universities and the prison. Character Areas: Bethune Avenue, Ellerburn Avenue, Grandale, North Point, Grampian Way, Savoy Road, Shannon Road, Greenwich Avenue, Annandale Road shopping centres; Hull Royal Infirmary, University of Hull, Hull Prison.

* Conservation Area Character Appraisals exist for these areas (Old Town is divided into 3 separate areas; Holderness Road has 2)

Sources

PPS1 Delivering Sustainable Development (ODPM, 2005) PPS3 Housing (DCLG, 2006) English Heritage website (www.english-heritage.org.uk) Historic Environment – Local Management website (www.helm.org.uk) A Character Assessment of Oxford in its Landscape Setting (Land Use Consultants for Oxford City Council/ Countryside Agency, March 2002) Plymouth Rapid Urban Character Study (Alan Baxter & Associates for English Heritage South West Region, February 2005) Brighton and Hove Urban Character Study (Brighton & Hove City Council, January 2009) East Riding of Yorkshire Landscape Character Assessment (Carl Bro & Golder Associates for East Riding of Yorkshire Council, November 2005) Hull Extensive Heritage Appraisal (Taylor Young for Gateway Pathfinder Hull & East Riding of Yorkshire, March 2006) Neighbourhood Profiling work for Hull (DTZ Pieda for Gateway Pathfinder/ Hull City Council, 2005 – present) Buildings of England: Yorkshire: York & the East Riding (N Pevsner & D Neave, 1995) Historic maps of Hull Aerial photographs of Hull Appendix 1: Participation and Informal Consultation

Participation and informal consultation on the Hull Character Study included the following: • CABE (Commission for Architecture and the Built Environment) workshop sessions on 28th November 2008 and 2nd July 2009 where CABE gave advice on the built environment, design and the character study; • Hull Development Framework (HDF) Forum sessions on 11th December 2008 and 29th May 2009 where the ‘Hullness’ concept and proposed character areas were discussed; • ‘Hullness’ event at Arc (Architecture Centre for Hull and the Humber Region) on 24th June 2009 where essayists presented their views on ‘Hullness’ and a panel debated this before an invited audience; and • the views of relevant organisations were sought during a 4 week period of informal consultation between 4th November and 4th December 2009. Appendix 2: Hull Character Study – Informal Consultation, November 2009 – Comments Received

Consultee Document Comment City Council Response reference Arc General Comprehensive and interesting work. Particularly pleased Support welcomed. that the ‘Hullness’ debates from last summer have helped inform the document. Arc Stage 3 ‘Vistas’ is an important issue for consideration when The document contains a section on vistas in Chapter 2 looking in detail at specific character areas. Much damage Landscape Setting. Agree that this issue need to be can be done to townscape and roofscape views by examined in more detail in the next stage of the study. developments that that do not consider the visual context Reference to this can be made by adding the following to the in terms of long distance views. Highlighting key views and 3rd bullet point under ‘Characterisation’ in Chapter 1: ‘and at vistas in the next stage of the character study could help to a citywide level, the identification of key views’ ; and at the address this. end of the last para under ‘Methodology’: ‘and citywide the identification of important views’ Arc Chapter 5 Agree with pragmatic approach of defining predominant Support welcomed. The second para of Chapter 5 character, but would emphasise the importance of Townscape Types and Character Areas refers to the unravelling this at the next more detailed stage of the identification of sub-areas which can be examined in more assessment. detail. Arc Chapter 6 The list of townscape types could be enhanced by the Agree – these will be added at the next stage. inclusion photographs to give the features a visual representation – this may be something for the next stage. Hull Civic General In general an excellent document that brings together Support welcomed. Society many of the tangible things which define and identify the city. An interesting and readable resume of the political and economic forces which have formed the city of today. Hull Civic Chapter 1, Welcome reference to improving the quality of life as a key Support welcomed. Society Characterisation aspect of the city’s character. Hull Civic Chapter 1, More could be made of reference to the importance of This can be reinforced by adding the following sentence Society Characterisation social and economic factors as drivers of the character and before the last sentence in the 1st para under development of the city. ‘Characterisation’: ‘Physical factors are explored in Chapter 2, and economic and social factors in Chapter 3. All are considered together in Chapter 4.’ Hull Civic Chapter 1, The document should make more reference to the concept Agree that this is relevant to the built form of Hull and Society Methodology of the ‘City Region’ and so embrace the importance of the reference to it is lacking in the document. Propose to add the contiguous and surrounding villages which help to define following sentences before the last sentence in the 4th bullet Hull and its physical, social and economic characteristics. point under Chapter 4 Overall Character: The more affluent suburbs are outside the city boundary ‘During the post WW2 period the out-migration of more and this detrimentally affects the socio-economic statistics affluent people to East Riding settlements just beyond the of Hull. city boundary, such as Cottingham and Willerby, has continued and accelerated. This process began in the 19th century with the arrival of the railway, while in the 20th century it has been largely enabled by the growth in incomes and car ownership. This has meant that the city has continued to be dominated by terraced housing for the less affluent, although this is being addressed with the development of new ‘aspirational’ housing in areas such as Victoria Dock and Kingswood.’ Hull Civic Map 2 The townscape types should in some way reflect the west The difficulty with this is that these areas are outside the city Society Hull villages functioning as part of the city. boundary and we are not in a position to undertake work on areas that we are not responsible for. This is a role of the ERYC. However, see above for reference to the significance of the west Hull villages. Hull Civic Chapter 2 Geology, last sentence: perhaps change ‘allows’ to Amend sentence to read: ‘which means that rainfall runs off Society Landscape Setting ‘requires’ – this means that drains are needed. the surface rather than infiltrates into the soil.’ Hull Civic Chapter 2 Land use, first sentence: contest that Hull is ‘independent’ As an industrial city, Hull has much less in common with the Society Landscape Setting of the largely agricultural East Riding in view of the rural East Riding than market towns such as Beverley and intimate socio-economic relationship between city and Driffield. The main socio-economic relationship is with the country. Haltemprice area which contains commuter settlements rather than agricultural villages. Suggest amending sentence to read: ‘and largely independent from the agricultural East Riding.’ Hull Civic Chapter 3 Historic Medieval, 4th para: could make more of reference to the The character study is concerned with the process of Society Evolution ‘largest Medieval brick structure’ in terms of exploiting the historical evolution and how this has resulted in the city of city’s heritage. today. Individual historic buildings, although important, are only part of the bigger picture and they are usually covered in detail elsewhere as Listed Buildings or within Conservation Areas. Hull Civic Chapter 4 Overall More could be made of the ‘benign neglect’ of the Old Agree – after the 1st sentence of the 5th bullet point add the Society Character Town between WW2 and the 1980s which resulted in it following sentences: being preserved largely intact. ‘Neglect of the Old Town following WW2 inadvertently helped to preserve it. Regeneration of the area since the 1980s has capitalised on an asset that many visitors do not expect to find in Hull.’ Hull Civic Chapter 4 Overall More could be made of the extensive and historical radial The radial roads are already referred to 3 times in this Society Character road system which has enabled Hull to enjoy an efficient section, in the 3rd, 4th and 6th bullet points. traffic flow with low levels of congestion. Hull Civic Chapter 4 Overall Last 2 paras are a good overall summary that could be These paras may be used as a Preface in the final Society Character used as a preface to the document. document. Hull Civic Chapter 6 Types 9&10 (Post WW1&2 council estates): a general Agree, although traditional-build estates tend to have a Society Townscape characteristic of these areas is the bleak perspective with better public realm. Chapter 6 Townscape Types Assessments poor public realm. Assessment, add final sentence to 10: ‘Often these areas present a bleak perspective with poor public realm.’; and 11: ‘Sometimes these areas present a bleak perspective with poor public realm.’ Hull Civic Chapter 6 More could be made of the Conservation Areas (although Agree – Chapter 1 Introduction – Urban Characterisation, 1st Society Townscape recognise that this might come in part 2 of the study). para, add the following as a final sentence: ‘Characterisation Assessments therefore differs from conservation area appraisal, but is complementary to it.’