Birmingham Eastside Extension
Environmental Statement Volume 2 Technical Appendix G: Policies and Plans Technical Information
MMD-300207-HS30-DOC-0000-1028
October 2016
West Midlands Combined Authority
Birmingham Eastside Extension Policies and Plans Technical Information
Issue and revision record
Revision Date Originator Checker Coordinator Approver Description A July 2016 LC PE CS KL First draft
B October 2016 LC PE CS KL Final for submission
Information class: Standard
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Birmingham Unitary Development Plan (2005) The Birmingham Plan BIRMINGHAM UNITARY DEVELOPMENT PLAN 2005 (incorporating Alterations approved by the City Council for adoption on 11 October 2005)
will be made to meet the city’s needs in adjoining authorities.] The circumstances of this particular proposal are exceptional, and justify the alteration to the Green Belt boundary. In amending the Green Belt, the “Area of Development Restraint” has been identified to establish a new boundary, which will endure in the long-term. This approach is consistent with the policy in Planning Policy Guidance Note 2.
2.19 Similarly, [Strategic] Regional Planning Guidance indicates that the housing requirement for Birmingham [(22,300 dwellings, 1988-2001)] balances the need to maximise housebuilding in the [inner city] urban area as part of the urban regeneration strategy against satisfying the demand for new housing outside the existing built-up area.
2.20 [Strategic Guidance envisages land for up to 1400 dwellings being released on greenfield sites.] In Birmingham land for up to 1400 1100 dwellings has already been released from the Green Belt, as required by the former PPG10, Strategic Guidance for the West Midlands. No further Green Belt land releases are now proposed in order to meet the City’s revised housing requirement of 46,500 dwellings in the period 1991-2011. At the same time the City Council is mindful of the need to resist increasing pressures for housing development on open space and sports pitches, stadia and other sports facilities within the built-up area, and wherever possible, to improve levels of public open space and playing field provision. [The plan therefore proposes to release greenfield land for housing up to the full amount identified by Strategic Guidance. This will enable the environmental quality within the built up area to be maintained, while at the same time ensuring that the need for new homes is met.]
2.21 However, given that the precise boundaries have already been fixed for most of the City’s Green Belt (the exceptions being to accommodate the Bassetts Pole Premium Industrial Site, Peddimore, the proposed Area of Development Restraint at Peddimore, land at Severn Trent, Minworth, land at Woodgate Valley, and those areas brought into the City through administrative boundary changes) , the UDP does not propose that the boundaries be altered still further to meet development needs that might arise post [2001] 2011. Birmingham City Centre 2.22 If the overall strategy is to be achieved it is essential that the full potential of the city’s assets should be realised: the greatest of these assets is undoubtedly the City Centre. To a large degree the prosperity of the whole City will depend on the vitality of the City Centre which is by far the most important concentration of economic, cultural and administrative activity within the West Midlands Region. It is also the cornerstone of the City Council’s commitment to the promotion of Birmingham as a major international City and the strengthening of its status as both the regional capital and the nation’s first provincial City. It is also too easily forgotten that the City Centre lies at the heart of the inner city.
2.23 The City Centre must, therefore, be encouraged to develop and prosper, building on its strengths and by urgently addressing its weaknesses.
2.24 There is a need to exploit the City Centre’s strengths by:-
• Building upon the massive historical capital investment.
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improving safety for all road users. The need for adequate maintenance funds for both safety and environmental considerations is recognised.
(d) Transport and sustainable development: The City Council is committed to developing a transport system that minimises adverse environmental impacts and ensures the most efficient use of energy. In addition, the Plan seeks to integrate transport and land use policies to support sustainable development. Both aspects form an important part of the Local Agenda 21 process.
(e) Road space management: This means managing road space and parking facilities in such a way as to provide a balanced travel provision for all users of the City’s transport network. This approach will be pursued through future Local Transport Plans. Accordingly, the Plan seeks to encourage a greater proportion of public transport, cycling and walking trips, while maintaining the provision for essential car journeys.
(f) Modal share targets: The City Council’s Transport Strategy establishes targets for changes in the modal share of transport over the next twenty years. To ensure that new developments meet these targets, the City Council will require all proposals which will generate significant transport implications to be accompanied by Transport Assessments, in accordance with the Government’s Planning Policy Guidance on Transport (PPG13). This should explain how the actions proposed by the developer will meet the modal share targets (including access and servicing by all forms of transport) set out in the Transport Strategy, including the proportion of public transport trips. It should also show how the highway network affected by the proposed development will be improved where necessary. Alternative transport modes to the car will also be promoted through “TravelWise,” and through the City Council’s Cycling and Walking Strategies.
6.19 The transport strategy comprises the following principal elements:-
(a) A [balanced] package[, in terms of both policy and expenditure, of both road and rail] of infrastructure improvements including:-
• Enhancement of heavy rail lines [together with construction of new light rail/light rapid transit lines in corridors not served by rail, thus improving both accessibility and regeneration in the inner city and City Centre] both to improve accessibility and to aid regeneration in the inner city and City Centre, including making use of existing infrastructure.
• In addition to the extension of Midland Metro Line 1 from Snow Hill to Five Ways, investment in new light rail/rapid transit in corridors not well served by heavy rail is proposed to improve accessibility and regeneration, including the possibility of dual running of light and heavy rail services.
• A full range of bus improvement measures along key road corridors to improve accessibility to the City Centre and across the City.
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• Integration of transport modes where possible, through the provision of interchange facilities such as provision of Park and Ride facilities in and around Birmingham, and the investigation of a “Parkway” station in the vicinity of Longbridge.
• Orbital highway [construction so far as is needed] improvement to relieve and enable the expansion of the City Centre [and improvement to its pedestrian environment] and regeneration of outer commercial areas.
• Radial highway construction only sufficient to improve accessibility and permit environmental relief [within corridors.]
• Selected highway investment to provide access to development/ redevelopment areas from the national highway network; improve access within rather than through congested and declining areas; and where it facilitates environmental relief.
[• Car parking provision and control.]
(b) A car parking policy that supports the provision of short stay parking facilities, and the control of long stay and private parking provision, the control of long stay parking provision and reduces the amount of parking in new development (and in the expansion and change of use in existing development).
[(b)](c) Enhancement of the wider road, rail and air links to the City taking advantage of the development of Birmingham International Airport, the Channel Tunnel and improvements to the national motorway network.
[(c)](d) Traffic management measures to:-
• [Increase the capacity of the existing road systems where desirable and improve bus operations particularly in corridors not served by rail.] Reallocate road space to priority uses and more sustainable transport modes.
• Divert City Centre traffic [to orbital roads,] to the Ring Road and improve conditions for pedestrians in the City Centre.
• Ensure that the environmental relief enabled by limited radial road construction is achieved and that traffic is diverted away from environmentally sensitive areas.
• Improve accessibility for/and safety of, vulnerable road users and pedestrians throughout the City including the development of a network of cycle routes and Safer Routes to Schools.
• Improve the overall environment; including the use of area traffic calming techniques to reduce the environmental impact of vehicular traffic, when these are necessary and appropriate.
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[(d)](e) Integration of services on individual public transport modes [to the extent permitted by the legislative and financial framework.] through the co-operation of Centro and operators and investment in interchange facilities.
[(e) Enhance service levels where justified by changes in patronage, while retaining an integrated fares structure at a level as close to today’s fares (in real terms) as permitted by trends in patronage and operating costs.]
6.19A The needs of the mobility impaired will be taken into account in the provision of new transport infrastructure and facilities. The Disability Discrimination Act 1995 places new responsibilities on transport operators and local authorities to ensure that vehicles and infrastructures are fully accessible, but this will take many years to implement.
6.20 The scope for the Unitary Development Plan to address all of these issues is limited. In so far as it is able the following more detailed approach will apply.
New Developments – Transportation Requirements
6.20A New developments can make significant demands on the transport infrastructure of the City. Where appropriate, the City Council will seek, through planning obligations, contributions towards transport infrastructure, to secure improved accessibility by all modes. This will be particularly important in locations not currently well-served by modes other than the private car. Development will only be permitted in such locations where it is essential to meet the strategic requirements of this Plan, and will be subject to any necessary accessibility improvements. Where necessary, and where reasonably related in scale and kind to a proposed development, contributions will be sought through planning obligations towards transport infrastructure to secure improved accessibility by all modes. This will be particularly important in locations not well-served by modes other than the private car. Significant development proposals in such locations will be expected to address any necessary accessibility improvements.
Public Transport
6.21 There is a continuing need to improve public transport facilities including interchanges so that access to places of employment, education, shopping, medical, cultural, leisure and social facilities is [not unduly restricted] attractive for those with and without access to private transport. Of particular concern are the needs of the elderly, less mobile and people with disabilities. In addition to service levels and cost, the reliability and quality of public transport [is] are important.
6.22 While the City Council does not directly provide public transport services it has a key enabling and supporting role particularly as highway and planning authority to those agencies that do. The West Midlands Passenger Transport Authority is the policy making body for local public transport and its policies are implemented by Centro. The Passenger Transport Authority, Centro and the Strategic Rail Authority [is] are responsible for the [procurement] franchising of local rail services. [It] Centro also funds concessionary fares,
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6.32 The City Council, the Passenger Transport Authority and adjoining local authorities are working together with [British Rail] Railtrack Network Rail and operators to improve the attractiveness of and to maximise the use of [the] rail services, to reduce congestion on roads within the City. This will include the provision of additional or new park and ride facilities [(such as those proposed at Earlswood on the North Warwickshire line] on the fringes of the City and at key interchange points, including the following stations within Birmingham:
• Acocks Green • Blake Street • Bournville* • Chester Road • Four Oaks • Hall Green • Kings Norton • Longbridge* • Northfield • Selly Oak • Spring Road* • Stechford* • Tyseley* • Wylde Green • Yardley Wood
*proposed new sites
The provision of additional or new park and ride facilities will need to be subject to robust assessment, including consideration of alternative sites where relevant, the impact on local amenity and travel impacts, including traffic reduction and generation.
(ii) Light Rail/Light Rapid Transit
6.33 The development of a modern light rail/light rapid transit system (Midland Metro) complementary to the existing heavy rail network [is essential if] would further the City’s strategy for economic and urban regeneration [is to be achieved].
6.34 The [network] light rail/light rapid system [shown on Figure 6.1)] will be provided by the West Midlands Passenger Transport Authority, the Strategic Rail Authority, transport operators, the private sector, and with the active support of the City Council. A study has been undertaken by Centro on the provision of High Volume Public Transport services along certain routes in the West Midlands where the main demand is during the morning peak period. The [main] initial element[s of the network being:-]
[(a)] will be an extension of the Midland Metro Line One from Wolverhampton to Birmingham Snow Hill [to Wolverhampton] Station to serve the heart of the City Centre and on to Five Ways/ Edgbaston (T45). This will be promoted with Centro through the Transport and Works Act. The City Council will commission a feasibility study into tunnelling options for the City Centre. It is intended that a network of
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routes from the centre will be promoted which will be complementary to the rail network.
[(b) Five Ways/City Centre/Birmingham Heartlands/National Exhibition Centre (with underground running in the City Centre).]
[(c) City Centre Link-Birmingham Snow Hill to Bull Ring underground.]
[(d) Other corridors are less certain and require further study, but could include:-
City Centre - Kingstanding
City Centre - Weoley
Extension of route (b) to Quinton and Castle Vale]
[(e) Additionally, a light rail/light rapid transit corridor to the southern sector of the City will be investigated.]
6.34A In addition, The following corridors identified in the Local Transport Plan* will be subject to further investigations:
• Birmingham International Airport and NEC via Coventry Road;
• Birmingham City Centre and Hagley Road to Quinton or Halesowen, with possible spurs to Birmingham Eastside;
• Great Barr or Kingstanding to Northfield/Longbridge.
Additional routes may be brought forward through Local Transport Plans during the lifetime of this Plan. The details of any future routes will be subject to separate public consultation, in accordance with the Transport and Works Act.
[6.35 In the longer run priority will be given to establishing routes in areas not served by other forms of rail. However, it is vital that improvements to existing BR services are not foregone in the intervening period.]
6.36 As details of light rail/light rapid transit proposals are brought forward, the City Council will seek to ensure that:-
(a) Large scale demolition is not involved other than where there is a clear planning gain to the wider community.
* West Midlands Local Transport Plan 2000: Annual Progress Report 2001
(b) [Segregated running is provided wherever possible; with shared running only where necessary and where the transport network can absorb the
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implications.] Street running is provided where appropriate to help provide improved penetration of the light rail/light rapid transit system in key areas. This may include existing or new pedestrian areas. Appropriate mitigation measures will be taken where possible, to alleviate any adverse environmental impacts, particularly in sensitive areas.
(c) When necessary land required for light rail/light rapid transit will be protected from other development.
(d) Compatible development adjacent to light rail/light rapid transit routes will be supported and that in appropriate circumstances, developers will be encouraged to contribute to the cost of light rail/light rapid transit construction. st Midlands Local Transport Plan 2000: Annual Progress Report 2001 (e) Appropriate environmental impact statements are prepared to accompany them.
Taxis
6.37 The important role of the taxi service (i.e. Hackney Carriages and private hire vehicles) in an international city is recognised. The service is particularly valuable when provision of safe, convenient and efficient public transport is difficult to justify. Hackney carriages have a particularly important role in helping meet the needs of people with disabilities. Allowance will be made to accommodate and where appropriate improve taxi services, particularly in the City Centre and at transport interchanges.
Highways
The Strategic Highway Network
6.38 Birmingham’s Strategic Highway Network (SHN), which has been developed as part of the transport strategy, is shown by Figure 6.2 and on the Proposals Map. The roads which make up the SHN are those limited number of major routes where the wider public interest requires high capacity, a relatively free flow of traffic and limited frontage access. These are the roads that are critical in maintaining good accessibility within the City, be it directly to the City Centre or key areas within the City. In accordance with the transport strategy, these roads are not intended to provide alternative routes to the motorway box for long distance traffic or when motorway traffic is excessive. The City Council will protect capacity and target investment to increase accessibility along selected elements of the SHN, whilst ensuring a primacy for environmental improvement and road safety.
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creation of a ground level boulevard system with surface crossings and reduced overall traffic speeds. The A38 will remain a major arterial route but will be physically segregated from local City Centre traffic where appropriate (T22).
15.14A The Millennium Cycle Route, which is the hub of the National Cycle Network, will run through the City Centre (T29). Another cycle route, the City Ring, will also be developed around the periphery of the City Centre (T43).
15.15 In [the Core (roughly the area bounded by the Queensway)] most parts of the City Centre priority will be given to pedestrians. This will include the replacement of subways with pedestrian crossings wherever possible, environmental improvements and improved bus circulation.
15.16 One means of promoting accessibility is the re-introduction of two-way working, where practical. However, pressure of space may make two-way working difficult to achieve in parts of the Core. However, measures will also be adopted to limit speeds and achieve environmental improvements.
15.17 Activity levels within and around the Core are such that it is not possible to satisfy all the demands for public car parking within this area and accordingly, developers will be expected to [make provision for enhanced public car parking facilities beyond the core.] make appropriate contributions the Council will seek to negotiate with developers to make contributions, where appropriate, that relate in scale and kind to the development proposed towards transportation infrastructure, including car parking, public transport and traffic management which improves the attraction of public transport where there is a deficiency. Such provision will be secured through S106 agreements. It is proposed to give priority to public short-stay car parking. Additional provision of public short-stay car parks will be concentrated in areas adjacent to Queensway and restrictions placed upon car parking in the Core to help improve the overall environment. Beyond the Core more extensive car parking provision will be required.
15.18 The development of a Light Rail network serving the City Centre, linking the various quarters is seen as a priority to help facilitate the physical expansion of central area activities. [An] The initial route [will] links Snow Hill Station with Wolverhampton. [A second route is proposed from Birmingham Five Ways underground through the City Centre to the N.E.C. and Airport via Birmingham Heartlands. An extension to the initial link is proposed from Birmingham Snow Hill underground beneath the City Core to the Bull Ring.] An extension to the route linking the City Centre, Broad Street and Five Ways, is also proposed (T45).
15.19 For the purpose of the plan the City Centre has been divided into 7 areas:-
(a) City Centre Core (b) Greater Convention Centre Quarter (c) [Warwick Bar/] Digbeth Millennium Quarter (d) Bull Ring/[Chinese Quarter and] Markets [Area] Quarter (e) Jewellery Quarter
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(f) Gunsmiths Quarter (g) Aston Triangle
The principal radial routes and Queensway are used as convenient boundaries. Planning and urban design frameworks have been prepared for most of the Quarters, to provide detailed guidance for these areas.
15.19A The areas of Aston Triangle, Digbeth Milllennium Quarter Plan and the retail and commercial developments of the Bull Ring and Martineau Galleries have been brought together within a new regeneration initiative called “Eastside.” This will seek to integrate the developments within a coherent framework and extend City Centre activities, including the development of a “learning village,” out to the Middleway. The Eastside area, which also includes the Aston Science Park, lies at one end of the A38 Corridor. The A38 Corridor Strategy aims to attract new high technology industry, business, research and development within the Corridor. Further details of this initiative are set out in the Economy Chapter (paragraphs 4.32A-4.32C) and in the Edgbaston, Northfield and Selly Oak Chapters.
15.20 Although the areas have individual characteristics they are nevertheless all inter-related and must continue to be so. One feature of the plan is the promotion of physical integration between the component parts of the centre.
15.21 Large areas of the City Centre, most notably those where there are large concentrations of housing and industrial activity on the periphery are not dealt with in detail [. It is assumed that there will be no significant change in the pattern of land use or development in these areas. Attention is therefore focussed on those areas where the process of change needs to be managed.] in this Plan. However, detailed policies for those areas are included in Supplementary Planning Guidance, which is listed at the end of this chapter.
15.22 Whatever the area, development in the City Centre must contribute to an improved physical environment. It should seek to make the City Centre more user friendly whilst maintaining both accessibility and the potential to accommodate further activity. The Birmingham Urban Design Study (BUDS), prepared by Tibbalds / Colbourne / Karski / Williams, identified a series of development guidelines which are reflected in the Plan. In general terms development should:
(a) Reflect the scale, massing, materials, height and density of buildings which are specific to that locality, and which emphasise the unique characteristic of the various quarters in the City Centre. On the whole this is likely to limit the height of buildings to not more than four or six storeys with up to eight storeys being permitted abutting the Queensway. In some special circumstances high rise development providing a landmark building of exceptional architectural quality may be appropriate. These should be limited in number and restricted to those locations necessary to orientate or terminate key views. Such proposals will also be subject to the Aerodrome Safeguarding policy set out in Chapter 8, and the Aerodrome Safeguarding requirements identified in DETR Circular 2/92 – Safeguarding Aerodromes, Technical Sites and Explosives Storage Areas: Town and Country Planning (Aerodromes and
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link.] New Street Station is the principal public transport gateway into the West Midlands Region, and the City Centre in particular. It requires comprehensive upgrading to provide a top quality arrival point integrated into the surrounding areas. In addition, the provision of additional tracks on the Birmingham New Street to Coventry railway line will be supported.
15.29 Pedestrian and vehicular access to New Street Station is difficult, and improved pedestrian access is a priority. [The development of a proposed moving pavement between New Street and Moor Street station should enhance pedestrian accessibility.] The large voids backing onto Hill Street and St. Martin’s Queensway provide [the necessary] ventilation for the Station but offer a poor visual image. They represent an opportunity to enhance access to the Station whilst contributing to an improved environment in association with any future redevelopment of New Street Station.
[15.30 Within the City Centre, the Light Rail route from Five Ways to Aston University and Snow Hill to the Bull Ring will be developed underground (T12).]
15.31 A new [office] mixed use development is proposed adjacent to Snow Hill Station [will add to the stock of quality office floorspace in the City Core] (M23). A development brief has been prepared for this site as Supplementary Planning Guidance, which includes detailed principles to guide the development of the site. Further commercial development is likely to be through refurbishment, extension and redevelopment. The growth of [the office sector] central area activities, such as offices, will however necessitate the physical expansion of the [office] commercial area beyond its existing confines particularly [westwards] beyond Great Charles Street/Queensway and in the Masshouse area of Digbeth. New development should be consistent with the needs of conservation and help contribute to the improvement in the overall quality of office stock in the City Core. As such car parking provision within the Core will be limited and in most cases restricted to service needs only. On occasions environmental considerations may preclude the provision of car parking altogether.
15.32 The Regional Shopping Centre will be strongly supported. Environmental improvements including pedestrianisation should assist this process, as will the redevelopment of the Bull Ring Shopping Centre (M12) and the Martineau Galleries mixed use redevelopment proposal (M24), which will add to the overall provision of retail floorspace in the City Centre. There may also be opportunities for the provision of additional specialist retailing which will be encouraged in appropriate locations.
15.33 The positive use of upper floors (including non-retail uses and particularly housing) in the Central retail areas is encouraged. Lively and colourful ground floor uses, which provide the necessary complementary facilities including restaurants and cafes, will also be encouraged as a means to improve the overall shopping environment and help promote a 24 hour, 7 day a week City Centre.
15.34 Residential development within the City Core can help bring life back to the City outside normal shop and office hours and can introduce an important element to
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seek to integrate the development within a coherent framework and extend central area functions and activities out to the Ring Road. This is likely to include a new City Centre Park, the development of a “Learning Quarter” and significantly enhanced pedestrian linkages.
15.54B Parts of the Digbeth Millennium Quarter are of great architectural and historic importance, and new development will be expected to respect the character of these areas. The area around Warwick Bar contains important canalside and early industrial buildings, and to preserve its special character, it has been designated as a conservation area. A new conservation area has also been designated around Digbeth and Deritend and Bordesley High Street, which developed in the 13th and 14th centuries as Birmingham’s first suburb. Much of the historic development pattern has survived along the northern side of the road, and this area also contains important historic buildings, structures and archaeological remains. This area also contains the “Custard Factory” which is an important centre for the arts, media and craft industries.
15.55 The area in the recent past has had only tenuous links with the rest of the City Centre which have been largely confined to public car parking adjoining the Moor Street/Queensway. However, Millennium Point and the associated developments in the Masshouse area are set to change the character of the area during the Plan period.
15.56 The modification of the role of Moor Street Queensway to that of a local distributor is proposed. There is a need to lessen the physical barrier created by Queensway and improve the integration of [Warwick Bar/Digbeth] the Digbeth Millennium Quarter with the City Centre Core. [Modifications to the Masshouse Circus intersection to permit easier pedestrian access from the City Core to Warwick Bar/Digbeth are proposed.] It is proposed to demolish Masshouse Circus to permit easier pedestrian access between the City Centre Core and the Digbeth Millennium area and provide a network of surface streets serving the area. [Pedestrian access from Albert Street to Curzon Street will be improved as a means to promote the physical expansion of Central Area activities and encourage pedestrian flow beneath Queensway to link with heritage/visitor attractions based along Curzon Street (T22).]
15.57 [Committed] Recent improvements to the Lawley Street Viaducts [(T23) will] have formed an important part of the Ring Road. This [will] has helped relieve the Queensway of unnecessary through traffic and has enabled it to assume the role of a local distributor.
15.58 Access to the area by public transport should be improved by the creation of a bus only route/stopping area [within the northern arm of St. Martin’s Circus] as part of the proposals for the redevelopment of the Bull Ring [(T25)] and the proposals for the new streets replacing Masshouse Circus.
15.59 [Warwick Bar/] The Digbeth Millennium Quarter [incorporates a proposed Urban Heritage Park centred on the former Curzon Street Station, Warwick Bar Conservation Area and the Digbeth and Fazeley Canal. Major new visitor attractions could include Museums of Social History, Working Horses, Canals and the
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Gunmaking tradition of Birmingham.] includes the Millennium Point development centred on Curzon Street. This includes The Discovery Centre, the Hub, Technology Innovation Centre and the University of the First Age. Other opportunities exist for new developments including [small-scale] mixed uses within the area exploiting its prime accessibility and industrial heritage (M5).
15.60 The expansion of [the Central Business District] central area activities will be encouraged in the area adjoining Moor Street/Queensway extending up to and beyond Park Street Gardens. This will be facilitated by the removal of the elevated sections of highway at Masshouse Circus, and the downgrading of Jennens Road, which will improve pedestrian and cyclist access to these areas (M29). Masterplan principles have been adopted by the City Council to guide the redevelopment of this area. The key principles include:
• provision of a new, pedestrian and cycle - friendly network of streets and squares which are laid out in a legible manner, having regard to landmark features and topography
• full integration of the new street network with the City Centre Core and Digbeth areas, including high quality connections with major developments such as the Bull Ring, Martineau Galleries and Millennium Point
• office development extending the City Centre office core
• development of a City Centre foodstore of approximately 6,000 sq.m. gross, with access to parking for up to 450 cars
• a hotel located close to Millennium Point
• development of a sustainable residential community of a minimum of 400 dwellings, with a variety of dwelling types, sizes and tenures
• development of other complementary uses, such as tourism and leisure, with lively ground floor uses on key corridor routes
• provision of public transport with high standards of convenience, attractiveness and safety
• provision of new and replacement car parking spaces
• potential for the re-use of the old part of Moor Street Station for rail services
• provision of a new City park based on a significant expansion of the existing Park Street Gardens (E59)
[Additional public short stay car parking facilities should also be provided in this area providing part of a ‘moat’ of public car parks serving the City Centre shopping and business community. New multi-storey car parks should be developed to the rear of frontage offices and jointly provided by the commercial development (C21). Landscape improvements and visitor facilities are proposed for the existing gardens
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in order to create a major open space and square amidst the office and heritage attractions (E59).]
[15.61 A Media Zone has been designated in the Park Street area east of the proposed Bull Ring redevelopment. A Media Enterprise Centre will be developed to provide a focus for both design and media related activity in the area (C22).]
15.62 The proposed redevelopment of the Bull Ring will result in the physical expansion of the regional shopping centre into [Warwick Bar/] the Digbeth Millennium Quarter. Further site-extensive bulky goods retailing, including showrooms, and office activity, is appropriate adjacent to the Ring Road (C4), and along Digbeth and High Street, Deritend. This would be consistent with the development of the latter road as a major arterial route into the City Centre providing direct access from the NEC and Airport (C23). Development should reflect the historic character of the road and respect its curvilinear form. Other sites fronting the Ring Road, including the cement batching plant (at the junction with Curzon Street), represent major opportunities to provide a significant gateway to the area.
15.63 Support should be maintained to help consolidate industrial activity in the [Warwick Bar/] Digbeth Millennium Quarter [area]. Opportunities should be taken (as they arise) to provide additional off-street parking to help relieve congestion in the industrial area in the southern part of Digbeth. The area north of Curzon Street is occupied by less intensive activity than that found in Digbeth. [Further expansion of Aston Science Park will be accommodated in this area, making use of] This area should be developed with a mixture of uses that complement the adjacent Aston Science Park, such as research and development, educational uses, and high technology industry, and should enhance the attractive canalside location [in a way which is complementary to the proposed heritage attractions] (I37).
15.64 The extensive area bounded by Montague Street and the Grand Union and Digbeth Branch Canals is occupied by 2 waste transfer depots. This is a very large, strategically located area [which should not be developed or redeveloped other than to secure the long term heritage aspirations for the wider area (M7)]. It has considerable scope for high-density residential development and the creation of an urban village (“Rea Village”) incorporating mixed uses will be encouraged (M7). However, the majority of the area should be developed with housing. Development of this site will be subject to site investigations in view of previous activities on the site, and will be subject to the identification of replacement waste transfer sites elsewhere.
15.65 There are significant opportunities throughout the [Warwick Bar/]Digbeth Millennium Quarter [area] for mixed developments with the canals acting as a key focal point for change during the Plan period.
15.66 [Curzon Street] Jennens Road will form the principal means of access to the [proposed heritage] Millennium Point development[s] from the Ring Road. A major redevelopment opportunity would arise in the longer term if for example the [Post Office parcels] Parcelforce depot is relocated to a more appropriate location. This would then release a significant area suitable for mixed [tourism and leisure related activity] uses (not including large-scale food retailing) abutting the Digbeth Branch
Chapter 15 – City Centre Page 273 The Birmingham Plan BIRMINGHAM UNITARY DEVELOPMENT PLAN 2005 (incorporating Alterations approved by the City Council for adoption on 11 October 2005)
Canal in close association with an expanded Aston Science Park (M6) and Millennium Point.
15.67 Residential elements [can] must form a vital element of any major mixed use scheme throughout the area. Apart from Rea Village and the Masshouse area changes, opportunities exist [particularly] adjacent to the existing Glover Street housing where new development can exploit the canalside location. Further residential development may also be appropriate alongside the River Rea and Digbeth Branch canal off Montague Street (M8).
Jewellery Quarter (part of Ladywood Ward and part of Aston Ward)
15.68 This sector of the City Centre contains the [extensive Jewellery Quarter Industrial Improvement Area and three] Jewellery Quarter Conservation Area[s]. It is bounded by both Queensway and the Ring Road and by Summer Hill Road (A457) and Great Hampton Street (A41). The bulk of the sector consists of 19th Century industrial premises forming the unique jewellery manufacturing quarter of Birmingham. Fringe central area activities currently occupy land fronting Great Charles Street/Queensway, and more domestic scale office and residential developments abut the Georgian St. Paul’s Square and the Birmingham and Fazeley Canal. [A Light Rail line is proposed] Metro Line One runs from Birmingham Snow Hill to Wolverhampton via the Jewellery Quarter. [as is the diversion of the existing Stourbridge heavy rail line from New Street to] The Jewellery heavy rail line also runs through the Quarter, from Snow Hill to Stourbridge and Solihull.
15.68A An urban village is proposed in the Jewellery Quarter (M30). A detailed framework to guide the development of the urban village has been adopted as Supplementary Planning Guidance to this Plan. The main aim of the urban village is to provide a focus for the regeneration of the area, by stimulating investment in sites, buildings and transport corridors. Any improvements should promote, rather than undermine the area’s traditional industrial base, and should retain the Quarter’s unique sense of identity. Specific opportunities for mixed-use development are identified in the framework. Key proposals include:
• managed space for small businesses, flexible,low-cost artisans’ workspace and the creation of a Jewellery Design Centre;
• an urban tele-working centre;
• the introduction of a new residential community of around 2000 new homes, creating a balanced mix of dwelling types, sizes and tenures;
• development of a new neighbourhood centre at Vyse Street/Warstone Lane, including a small supermarket of between 1,000-2,000 sq.m. gross and unit shops;
Chapter 15 – City Centre Page 274
National Planning Policy Framework (2012)
Achieving sustainable development | 5
● plan positively to support local development, shaping and directing development in their area that is outside the strategic elements of the Local Plan; and
● identify opportunities to use Neighbourhood Development Orders to enable developments that are consistent with their neighbourhood plan to proceed.
Core planning principles 17. Within the overarching roles that the planning system ought to play, a set of core land-use planning principles should underpin both plan-making and decision-taking. These 12 principles are that planning should:
● be genuinely plan-led, empowering local people to shape their surroundings, with succinct local and neighbourhood plans setting out a positive vision for the future of the area. Plans should be kept up-to-date, and be based on joint working and co-operation to address larger than local issues. They should provide a practical framework within which decisions on planning applications can be made with a high degree of predictability and eficiency;
● not simply be about scrutiny, but instead be a creative exercise in inding ways to enhance and improve the places in which people live their lives;
● proactively drive and support sustainable economic development to deliver the homes, business and industrial units, infrastructure and thriving local places that the country needs. Every effort should be made objectively to identify and then meet the housing, business and other development needs of an area, and respond positively to wider opportunities for growth. Plans should take account of market signals, such as land prices and housing affordability, and set out a clear strategy for allocating suficient land which is suitable for development in their area, taking account of the needs of the residential and business communities;
● always seek to secure high quality design and a good standard of amenity for all existing and future occupants of land and buildings;
● take account of the different roles and character of different areas, promoting the vitality of our main urban areas, protecting the Green Belts around them, recognising the intrinsic character and beauty of the countryside and supporting thriving rural communities within it;
● support the transition to a low carbon future in a changing climate, taking full account of lood risk and coastal change, and encourage the reuse of existing resources, including conversion of existing buildings, and encourage the use of renewable resources (for example, by the development of renewable energy); 6 | National Planning Policy Framework
● contribute to conserving and enhancing the natural environment and reducing pollution. Allocations of land for development should prefer land of lesser environmental value, where consistent with other policies in this Framework;
● encourage the effective use of land by reusing land that has been previously developed (brownield land), provided that it is not of high environmental value;
● promote mixed use developments, and encourage multiple beneits from the use of land in urban and rural areas, recognising that some open land can perform many functions (such as for wildlife, recreation, lood risk mitigation, carbon storage, or food production);
● conserve heritage assets in a manner appropriate to their signiicance, so that they can be enjoyed for their contribution to the quality of life of this and future generations;
● actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus signiicant development in locations which are or can be made sustainable; and
● take account of and support local strategies to improve health, social and cultural wellbeing for all, and deliver suficient community and cultural facilities and services to meet local needs.
Delivering sustainable development
1. Building a strong, competitive economy 18. The Government is committed to securing economic growth in order to create jobs and prosperity, building on the country’s inherent strengths, and to meeting the twin challenges of global competition and of a low carbon future.
19. The Government is committed to ensuring that the planning system does everything it can to support sustainable economic growth. Planning should operate to encourage and not act as an impediment to sustainable growth. Therefore signiicant weight should be placed on the need to support economic growth through the planning system.
20. To help achieve economic growth, local planning authorities should plan proactively to meet the development needs of business and support an economy it for the 21st century.
21. Investment in business should not be over-burdened by the combined requirements of planning policy expectations. Planning policies should recognise and seek to address potential barriers to investment, including a poor environment or any lack of infrastructure, services or housing. In drawing up Local Plans, local planning authorities should:
● set out a clear economic vision and strategy for their area which positively and proactively encourages sustainable economic growth; Achieving sustainable development | 7
● set criteria, or identify strategic sites, for local and inward investment to match the strategy and to meet anticipated needs over the plan period;
● support existing business sectors, taking account of whether they are expanding or contracting and, where possible, identify and plan for new or emerging sectors likely to locate in their area. Policies should be lexible enough to accommodate needs not anticipated in the plan and to allow a rapid response to changes in economic circumstances;
● plan positively for the location, promotion and expansion of clusters or networks of knowledge driven, creative or high technology industries;
● identify priority areas for economic regeneration, infrastructure provision and environmental enhancement; and
● facilitate lexible working practices such as the integration of residential and commercial uses within the same unit.
22. Planning policies should avoid the long term protection of sites allocated for employment use where there is no reasonable prospect of a site being used for that purpose. Land allocations should be regularly reviewed. Where there is no reasonable prospect of a site being used for the allocated employment use, applications for alternative uses of land or buildings should be treated on their merits having regard to market signals and the relative need for different land uses to support sustainable local communities.
2. Ensuring the vitality of town centres 23. Planning policies should be positive, promote competitive town centre environments and set out policies for the management and growth of centres over the plan period. In drawing up Local Plans, local planning authorities should:
● recognise town centres as the heart of their communities and pursue policies to support their viability and vitality;
● deine a network and hierarchy of centres that is resilient to anticipated future economic changes;
● deine the extent of town centres and primary shopping areas, based on a clear deinition of primary and secondary frontages in designated centres, and set policies that make clear which uses will be permitted in such locations;
● promote competitive town centres that provide customer choice and a diverse retail offer and which relect the individuality of town centres;
● retain and enhance existing markets and, where appropriate, re-introduce or create new ones, ensuring that markets remain attractive and competitive;
● allocate a range of suitable sites to meet the scale and type of retail, leisure, commercial, ofice, tourism, cultural, community and residential development needed in town centres. It is important that needs for retail, leisure, ofice and other main town centre uses are met in full and are not compromised by limited site availability. Local planning authorities should 8 | National Planning Policy Framework
therefore undertake an assessment of the need to expand town centres to ensure a suficient supply of suitable sites;
● allocate appropriate edge of centre sites for main town centre uses that are well connected to the town centre where suitable and viable town centre sites are not available. If suficient edge of centre sites cannot be identiied, set policies for meeting the identiied needs in other accessible locations that are well connected to the town centre;
● set policies for the consideration of proposals for main town centre uses which cannot be accommodated in or adjacent to town centres;
● recognise that residential development can play an important role in ensuring the vitality of centres and set out policies to encourage residential development on appropriate sites; and
● where town centres are in decline, local planning authorities should plan positively for their future to encourage economic activity.
24. Local planning authorities should apply a sequential test to planning applications for main town centre uses that are not in an existing centre and are not in accordance with an up-to-date Local Plan. They should require applications for main town centre uses to be located in town centres, then in edge of centre locations and only if suitable sites are not available should out of centre sites be considered. When considering edge of centre and out of centre proposals, preference should be given to accessible sites that are well connected to the town centre. Applicants and local planning authorities should demonstrate lexibility on issues such as format and scale.
25. This sequential approach should not be applied to applications for small scale rural ofices or other small scale rural development.
26. When assessing applications for retail, leisure and ofice development outside of town centres, which are not in accordance with an up-to-date Local Plan, local planning authorities should require an impact assessment if the development is over a proportionate, locally set loorspace threshold (if there is no locally set threshold, the default threshold is 2,500 sq m).This should include assessment of:
● the impact of the proposal on existing, committed and planned public and private investment in a centre or centres in the catchment area of the proposal; and
● the impact of the proposal on town centre vitality and viability, including local consumer choice and trade in the town centre and wider area, up to ive years from the time the application is made. For major schemes where the full impact will not be realised in ive years, the impact should also be assessed up to ten years from the time the application is made.
27. Where an application fails to satisfy the sequential test or is likely to have signiicant adverse impact on one or more of the above factors, it should be refused. Achieving sustainable development | 9
3. Supporting a prosperous rural economy 28. Planning policies should support economic growth in rural areas in order to create jobs and prosperity by taking a positive approach to sustainable new development. To promote a strong rural economy, local and neighbourhood plans should:
● support the sustainable growth and expansion of all types of business and enterprise in rural areas, both through conversion of existing buildings and well designed new buildings;
● promote the development and diversiication of agricultural and other land-based rural businesses;
● support sustainable rural tourism and leisure developments that beneit businesses in rural areas, communities and visitors, and which respect the character of the countryside. This should include supporting the provision and expansion of tourist and visitor facilities in appropriate locations where identiied needs are not met by existing facilities in rural service centres; and
● promote the retention and development of local services and community facilities in villages, such as local shops, meeting places, sports venues, cultural buildings, public houses and places of worship.
4. Promoting sustainable transport 29. Transport policies have an important role to play in facilitating sustainable development but also in contributing to wider sustainability and health objectives. Smarter use of technologies can reduce the need to travel. The transport system needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel. However, the Government recognises that different policies and measures will be required in different communities and opportunities to maximise sustainable transport solutions will vary from urban to rural areas.
30. Encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion. In preparing Local Plans, local planning authorities should therefore support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport.
31. Local authorities should work with neighbouring authorities and transport providers to develop strategies for the provision of viable infrastructure necessary to support sustainable development, including large scale facilities such as rail freight interchanges, roadside facilities for motorists or transport investment necessary to support strategies for the growth of ports, airports or other major generators of travel demand in their areas. The primary function of roadside facilities for motorists should be to support the safety and welfare of the road user.
32. All developments that generate signiicant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether: 10 | National Planning Policy Framework
● the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;
● safe and suitable access to the site can be achieved for all people; and
● improvements can be undertaken within the transport network that cost effectively limit the signiicant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.
33. When planning for ports, airports and airields that are not subject to a separate national policy statement, plans should take account of their growth and role in serving business, leisure, training and emergency service needs. Plans should take account of this Framework as well as the principles set out in the relevant national policy statements and the Government Framework for UK Aviation.
34. Plans and decisions should ensure developments that generate signiicant movement are located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. However this needs to take account of policies set out elsewhere in this Framework, particularly in rural areas. 35. Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people. Therefore, developments should be located and designed where practical to
● accommodate the eficient delivery of goods and supplies;
● give priority to pedestrian and cycle movements, and have access to high quality public transport facilities;
● create safe and secure layouts which minimise conlicts between trafic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones;
● incorporate facilities for charging plug-in and other ultra-low emission vehicles; and
● consider the needs of people with disabilities by all modes of transport.
36. A key tool to facilitate this will be a Travel Plan. All developments which generate signiicant amounts of movement should be required to provide a Travel Plan.
37. Planning policies should aim for a balance of land uses within their area so that people can be encouraged to minimise journey lengths for employment, shopping, leisure, education and other activities.
38. For larger scale residential developments in particular, planning policies should promote a mix of uses in order to provide opportunities to undertake day-to-day activities including work on site. Where practical, particularly within large-scale developments, key facilities such as primary schools and local shops should be located within walking distance of most properties. Achieving sustainable development | 11
39. If setting local parking standards for residential and non-residential development, local planning authorities should take into account:
● the accessibility of the development;
● the type, mix and use of development;
● the availability of and opportunities for public transport;
● local car ownership levels; and
● an overall need to reduce the use of high-emission vehicles.
40. Local authorities should seek to improve the quality of parking in town centres so that it is convenient, safe and secure, including appropriate provision for motorcycles. They should set appropriate parking charges that do not undermine the vitality of town centres. Parking enforcement should be proportionate.
41. Local planning authorities should identify and protect, where there is robust evidence, sites and routes which could be critical in developing infrastructure to widen transport choice.
5. Supporting high quality communications infrastructure 42. Advanced, high quality communications infrastructure is essential for sustainable economic growth. The development of high speed broadband technology and other communications networks also plays a vital role in enhancing the provision of local community facilities and services.
43. In preparing Local Plans, local planning authorities should support the expansion of electronic communications networks, including telecommunications and high speed broadband. They should aim to keep the numbers of radio and telecommunications masts and the sites for such installations to a minimum consistent with the eficient operation of the network. Existing masts, buildings and other structures should be used, unless the need for a new site has been justiied. Where new sites are required, equipment should be sympathetically designed and camoulaged where appropriate.
44. Local planning authorities should not impose a ban on new telecommunications development in certain areas, impose blanket Article 4 directions over a wide area or a wide range of telecommunications development or insist on minimum distances between new telecommunications development and existing development. They should ensure that:
● they have evidence to demonstrate that telecommunications infrastructure will not cause signiicant and irremediable interference with other electrical equipment, air trafic services or instrumentation operated in the national interest; and
● they have considered the possibility of the construction of new buildings or other structures interfering with broadcast and telecommunications services. 14 | National Planning Policy Framework
Working with the support of their communities, local planning authorities should consider whether such opportunities provide the best way of achieving sustainable development. In doing so, they should consider whether it is appropriate to establish Green Belt around or adjoining any such new development.
53. Local planning authorities should consider the case for setting out policies to resist inappropriate development of residential gardens, for example where development would cause harm to the local area.
54. In rural areas, exercising the duty to cooperate with neighbouring authorities, local planning authorities should be responsive to local circumstances and plan housing development to relect local needs, particularly for affordable housing, including through rural exception sites where appropriate. Local planning authorities should in particular consider whether allowing some market housing would facilitate the provision of signiicant additional affordable housing to meet local needs.
55. To promote sustainable development in rural areas, housing should be located where it will enhance or maintain the vitality of rural communities. For example, where there are groups of smaller settlements, development in one village may support services in a village nearby. Local planning authorities should avoid new isolated homes in the countryside unless there are special circumstances such as:
● the essential need for a rural worker to live permanently at or near their place of work in the countryside; or
● where such development would represent the optimal viable use of a heritage asset or would be appropriate enabling development to secure the future of heritage assets; or
● where the development would re-use redundant or disused buildings and lead to an enhancement to the immediate setting; or
● the exceptional quality or innovative nature of the design of the dwelling. Such a design should:
– be truly outstanding or innovative, helping to raise standards of design more generally in rural areas;
– relect the highest standards in architecture;
– signiicantly enhance its immediate setting; and
– be sensitive to the deining characteristics of the local area.
7. Requiring good design 56. The Government attaches great importance to the design of the built environment. Good design is a key aspect of sustainable development, is indivisible from good planning, and should contribute positively to making places better for people. Achieving sustainable development | 15
57. It is important to plan positively for the achievement of high quality and inclusive design for all development, including individual buildings, public and private spaces and wider area development schemes.
58. Local and neighbourhood plans should develop robust and comprehensive policies that set out the quality of development that will be expected for the area. Such policies should be based on stated objectives for the future of the area and an understanding and evaluation of its deining characteristics. Planning policies and decisions should aim to ensure that developments:
● will function well and add to the overall quality of the area, not just for the short term but over the lifetime of the development;
● establish a strong sense of place, using streetscapes and buildings to create attractive and comfortable places to live, work and visit;
● optimise the potential of the site to accommodate development, create and sustain an appropriate mix of uses (including incorporation of green and other public space as part of developments) and support local facilities and transport networks;
● respond to local character and history, and relect the identity of local surroundings and materials, while not preventing or discouraging appropriate innovation;
● create safe and accessible environments where crime and disorder, and the fear of crime, do not undermine quality of life or community cohesion; and
● are visually attractive as a result of good architecture and appropriate landscaping.
59. Local planning authorities should consider using design codes where they could help deliver high quality outcomes. However, design policies should avoid unnecessary prescription or detail and should concentrate on guiding the overall scale, density, massing, height, landscape, layout, materials and access of new development in relation to neighbouring buildings and the local area more generally.
60. Planning policies and decisions should not attempt to impose architectural styles or particular tastes and they should not stile innovation, originality or initiative through unsubstantiated requirements to conform to certain development forms or styles. It is, however, proper to seek to promote or reinforce local distinctiveness.
61. Although visual appearance and the architecture of individual buildings are very important factors, securing high quality and inclusive design goes beyond aesthetic considerations. Therefore, planning policies and decisions should address the connections between people and places and the integration of new development into the natural, built and historic environment.
62. Local planning authorities should have local design review arrangements in place to provide assessment and support to ensure high standards of design. 16 | National Planning Policy Framework
They should also when appropriate refer major projects for a national design review.13 In general, early engagement on design produces the greatest beneits. In assessing applications, local planning authorities should have regard to the recommendations from the design review panel.
63. In determining applications, great weight should be given to outstanding or innovative designs which help raise the standard of design more generally in the area.
64. Permission should be refused for development of poor design that fails to take the opportunities available for improving the character and quality of an area and the way it functions.
65. Local planning authorities should not refuse planning permission for buildings or infrastructure which promote high levels of sustainability because of concerns about incompatibility with an existing townscape, if those concerns have been mitigated by good design (unless the concern relates to a designated heritage asset and the impact would cause material harm to the asset or its setting which is not outweighed by the proposal’s economic, social and environmental beneits).
66. Applicants will be expected to work closely with those directly affected by their proposals to evolve designs that take account of the views of the community. Proposals that can demonstrate this in developing the design of the new development should be looked on more favourably.
67. Poorly placed advertisements can have a negative impact on the appearance of the built and natural environment. Control over outdoor advertisements should be eficient, effective and simple in concept and operation. Only those advertisements which will clearly have an appreciable impact on a building or on their surroundings should be subject to the local planning authority’s detailed assessment. Advertisements should be subject to control only in the interests of amenity and public safety, taking account of cumulative impacts.
68. Where an area justiies a degree of special protection on the grounds of amenity, an Area of Special Control Order14 may be approved. Before formally proposing an Area of Special Control, the local planning authority is expected to consult local trade and amenity organisations about the proposal. Before a direction to remove deemed planning consent is made for speciic advertisements,15 local planning authorities will be expected to demonstrate that the direction would improve visual amenity and there is no other way of effectively controlling the display of that particular class of advertisement. The comments of organisations, and individuals, whose interests would be affected by the direction should be sought as part of the process.
13 Currently provided by Design Council Cabe. 14 Regulation 20, The Town and Country Planning (Control of Advertisements) (England) Regulations 2007. 15 Regulation 7, The Town and Country Planning (Control of Advertisements) (England) Regulations 2007. Achieving sustainable development | 17
8. Promoting healthy communities 69. The planning system can play an important role in facilitating social interaction and creating healthy, inclusive communities. Local planning authorities should create a shared vision with communities of the residential environment and facilities they wish to see. To support this, local planning authorities should aim to involve all sections of the community in the development of Local Plans and in planning decisions, and should facilitate neighbourhood planning. Planning policies and decisions, in turn, should aim to achieve places which promote:
● opportunities for meetings between members of the community who might not otherwise come into contact with each other, including through mixed-use developments, strong neighbourhood centres and active street frontages which bring together those who work, live and play in the vicinity;
● safe and accessible environments where crime and disorder, and the fear of crime, do not undermine quality of life or community cohesion; and
● safe and accessible developments, containing clear and legible pedestrian routes, and high quality public space, which encourage the active and continual use of public areas.
70. To deliver the social, recreational and cultural facilities and services the community needs, planning policies and decisions should:
● plan positively for the provision and use of shared space, community facilities (such as local shops, meeting places, sports venues, cultural buildings, public houses and places of worship) and other local services to enhance the sustainability of communities and residential environments;
● guard against the unnecessary loss of valued facilities and services, particularly where this would reduce the community’s ability to meet its day-to-day needs;
● ensure that established shops, facilities and services are able to develop and modernise in a way that is sustainable, and retained for the beneit of the community; and
● ensure an integrated approach to considering the location of housing, economic uses and community facilities and services.
71. Local planning authorities should take a positive and collaborative approach to enable development to be brought forward under a Community Right to Build Order, including working with communities to identify and resolve key issues before applications are submitted.
72. The Government attaches great importance to ensuring that a suficient choice of school places is available to meet the needs of existing and new communities. Local planning authorities should take a proactive, positive and collaborative approach to meeting this requirement, and to development that will widen choice in education. They should:
● give great weight to the need to create, expand or alter schools; and 18 | National Planning Policy Framework
● work with schools promoters to identify and resolve key planning issues before applications are submitted.
73. Access to high quality open spaces and opportunities for sport and recreation can make an important contribution to the health and well-being of communities. Planning policies should be based on robust and up-to-date assessments of the needs for open space, sports and recreation facilities and opportunities for new provision. The assessments should identify speciic needs and quantitative or qualitative deicits or surpluses of open space, sports and recreational facilities in the local area. Information gained from the assessments should be used to determine what open space, sports and recreational provision is required.
74. Existing open space, sports and recreational buildings and land, including playing ields, should not be built on unless:
● an assessment has been undertaken which has clearly shown the open space, buildings or land to be surplus to requirements; or
● the loss resulting from the proposed development would be replaced by equivalent or better provision in terms of quantity and quality in a suitable location; or
● the development is for alternative sports and recreational provision, the needs for which clearly outweigh the loss.
75. Planning policies should protect and enhance public rights of way and access. Local authorities should seek opportunities to provide better facilities for users, for example by adding links to existing rights of way networks including National Trails.
76. Local communities through local and neighbourhood plans should be able to identify for special protection green areas of particular importance to them. By designating land as Local Green Space local communities will be able to rule out new development other than in very special circumstances. Identifying land as Local Green Space should therefore be consistent with the local planning of sustainable development and complement investment in suficient homes, jobs and other essential services. Local Green Spaces should only be designated when a plan is prepared or reviewed, and be capable of enduring beyond the end of the plan period.
77. The Local Green Space designation will not be appropriate for most green areas or open space. The designation should only be used:
● where the green space is in reasonably close proximity to the community it serves;
● where the green area is demonstrably special to a local community and holds a particular local signiicance, for example because of its beauty, historic signiicance, recreational value (including as a playing ield), tranquillity or richness of its wildlife; and
● where the green area concerned is local in character and is not an extensive tract of land. Achieving sustainable development | 19
78. Local policy for managing development within a Local Green Space should be consistent with policy for Green Belts.
9. Protecting Green Belt land 79. The Government attaches great importance to Green Belts. The fundamental aim of Green Belt policy is to prevent urban sprawl by keeping land permanently open; the essential characteristics of Green Belts are their openness and their permanence.
80. Green Belt serves ive purposes:
● to check the unrestricted sprawl of large built-up areas;
● to prevent neighbouring towns merging into one another;
● to assist in safeguarding the countryside from encroachment;
● to preserve the setting and special character of historic towns; and
● to assist in urban regeneration, by encouraging the recycling of derelict and other urban land.
81. Once Green Belts have been deined, local planning authorities should plan positively to enhance the beneicial use of the Green Belt, such as looking for opportunities to provide access; to provide opportunities for outdoor sport and recreation; to retain and enhance landscapes, visual amenity and biodiversity; or to improve damaged and derelict land.
82. The general extent of Green Belts across the country is already established. New Green Belts should only be established in exceptional circumstances, for example when planning for larger scale development such as new settlements or major urban extensions. If proposing a new Green Belt, local planning authorities should:
● demonstrate why normal planning and development management policies would not be adequate;
● set out whether any major changes in circumstances have made the adoption of this exceptional measure necessary;
● show what the consequences of the proposal would be for sustainable development;
● demonstrate the necessity for the Green Belt and its consistency with Local Plans for adjoining areas; and
● show how the Green Belt would meet the other objectives of the Framework.
83. Local planning authorities with Green Belts in their area should establish Green Belt boundaries in their Local Plans which set the framework for Green Belt and settlement policy. Once established, Green Belt boundaries should only be altered in exceptional circumstances, through the preparation or review of the Local Plan. At that time, authorities should consider the Green Achieving sustainable development | 25
subject to the Sequential or Exception Tests22 but should still meet the requirements for site-speciic lood risk assessments.
105. In coastal areas, local planning authorities should take account of the UK Marine Policy Statement and marine plans and apply Integrated Coastal Zone Management across local authority and land/sea boundaries, ensuring integration of the terrestrial and marine planning regimes.
106. Local planning authorities should reduce risk from coastal change by avoiding inappropriate development in vulnerable areas or adding to the impacts of physical changes to the coast. They should identify as a Coastal Change Management Area any area likely to be affected by physical changes to the coast, and:
● be clear as to what development will be appropriate in such areas and in what circumstances; and
● make provision for development and infrastructure that needs to be relocated away from Coastal Change Management Areas.
107. When assessing applications, authorities should consider development in a Coastal Change Management Area appropriate where it is demonstrated that:
● it will be safe over its planned lifetime and will not have an unacceptable impact on coastal change;
● the character of the coast including designations is not compromised;
● the development provides wider sustainability beneits; and
● the development does not hinder the creation and maintenance of a continuous signed and managed route around the coast.23
108. Local planning authorities should also ensure appropriate development in a Coastal Change Management Area is not impacted by coastal change by limiting the planned life-time of the proposed development through temporary permission and restoration conditions where necessary to reduce the risk to people and the development.
11. Conserving and enhancing the natural environment 109. The planning system should contribute to and enhance the natural and local environment by:
● protecting and enhancing valued landscapes, geological conservation interests and soils;
● recognising the wider beneits of ecosystem services;
● minimising impacts on biodiversity and providing net gains in biodiversity where possible, contributing to the Government’s commitment to halt the
22 Except for any proposal involving a change of use to a caravan, camping or chalet site, or to a mobile home or park home site, where the Sequential and Exception Tests should be applied as appropriate. 23 As required by the Marine and Coastal Access Act 2009. 26 | National Planning Policy Framework
overall decline in biodiversity, including by establishing coherent ecological networks that are more resilient to current and future pressures;
● preventing both new and existing development from contributing to or being put at unacceptable risk from, or being adversely affected by unacceptable levels of soil, air, water or noise pollution or land instability; and
● remediating and mitigating despoiled, degraded, derelict, contaminated and unstable land, where appropriate.
110. In preparing plans to meet development needs, the aim should be to minimise pollution and other adverse effects on the local and natural environment. Plans should allocate land with the least environmental or amenity value, where consistent with other policies in this Framework.
111. Planning policies and decisions should encourage the effective use of land by re-using land that has been previously developed (brownield land), provided that it is not of high environmental value. Local planning authorities may continue to consider the case for setting a locally appropriate target for the use of brownield land.
112. Local planning authorities should take into account the economic and other beneits of the best and most versatile agricultural land. Where signiicant development of agricultural land is demonstrated to be necessary, local planning authorities should seek to use areas of poorer quality land in preference to that of a higher quality.
113. Local planning authorities should set criteria based policies against which proposals for any development on or affecting protected wildlife or geodiversity sites or landscape areas will be judged. Distinctions should be made between the hierarchy of international, national and locally designated sites,24 so that protection is commensurate with their status and gives appropriate weight to their importance and the contribution that they make to wider ecological networks.
114. Local planning authorities should:
● set out a strategic approach in their Local Plans, planning positively for the creation, protection, enhancement and management of networks of biodiversity and green infrastructure; and
● maintain the character of the undeveloped coast, protecting and enhancing its distinctive landscapes, particularly in areas deined as Heritage Coast, and improve public access to and enjoyment of the coast.
115. Great weight should be given to conserving landscape and scenic beauty in National Parks, the Broads and Areas of Outstanding Natural Beauty, which have the highest status of protection in relation to landscape and scenic beauty. The conservation of wildlife and cultural heritage are important
24 Circular 06/2005 provides further guidance in respect of statutory obligations for biodiversity and geological conservation and their impact within the planning system. Achieving sustainable development | 27
considerations in all these areas, and should be given great weight in National Parks and the Broads.25
116. Planning permission should be refused for major developments in these designated areas except in exceptional circumstances and where it can be demonstrated they are in the public interest. Consideration of such applications should include an assessment of:
● the need for the development, including in terms of any national considerations, and the impact of permitting it, or refusing it, upon the local economy;
● the cost of, and scope for, developing elsewhere outside the designated area, or meeting the need for it in some other way; and
● any detrimental effect on the environment, the landscape and recreational opportunities, and the extent to which that could be moderated.
117. To minimise impacts on biodiversity and geodiversity, planning policies should:
● plan for biodiversity at a landscape-scale across local authority boundaries;
● identify and map components of the local ecological networks, including the hierarchy of international, national and locally designated sites of importance for biodiversity, wildlife corridors and stepping stones that connect them and areas identiied by local partnerships for habitat restoration or creation;
● promote the preservation, restoration and re-creation of priority habitats, ecological networks and the protection and recovery of priority species populations, linked to national and local targets, and identify suitable indicators for monitoring biodiversity in the plan;
● aim to prevent harm to geological conservation interests; and
● where Nature Improvement Areas are identiied in Local Plans, consider specifying the types of development that may be appropriate in these Areas.
118. When determining planning applications, local planning authorities should aim to conserve and enhance biodiversity by applying the following principles:
● if signiicant harm resulting from a development cannot be avoided (through locating on an alternative site with less harmful impacts), adequately mitigated, or, as a last resort, compensated for, then planning permission should be refused;
● proposed development on land within or outside a Site of Special Scientiic Interest likely to have an adverse effect on a Site of Special Scientiic Interest (either individually or in combination with other developments) should not normally be permitted. Where an adverse effect on the site’s notiied special interest features is likely, an exception should only be made
25 English National Parks and the Broads: UK Government Vision and Circular 2010 provides further guidance and information about their statutory purposes, management and other matters. 28 | National Planning Policy Framework
where the beneits of the development, at this site, clearly outweigh both the impacts that it is likely to have on the features of the site that make it of special scientiic interest and any broader impacts on the national network of Sites of Special Scientiic Interest;
● development proposals where the primary objective is to conserve or enhance biodiversity should be permitted;
● opportunities to incorporate biodiversity in and around developments should be encouraged;
● planning permission should be refused for development resulting in the loss or deterioration of irreplaceable habitats, including ancient woodland and the loss of aged or veteran trees found outside ancient woodland, unless the need for, and beneits of, the development in that location clearly outweigh the loss; and
● the following wildlife sites should be given the same protection as European sites:
– potential Special Protection Areas and possible Special Areas of Conservation; 26 – listed or proposed Ramsar sites; and
– sites identiied, or required, as compensatory measures for adverse effects on European sites, potential Special Protection Areas, possible Special Areas of Conservation, and listed or proposed Ramsar sites.
119. The presumption in favour of sustainable development (paragraph 14) does not apply where development requiring appropriate assessment under the Birds or Habitats Directives is being considered, planned or determined.
120. To prevent unacceptable risks from pollution and land instability, planning policies and decisions should ensure that new development is appropriate for its location. The effects (including cumulative effects) of pollution on health, the natural environment or general amenity, and the potential sensitivity of the area or proposed development to adverse effects from pollution, should be taken into account. Where a site is affected by contamination or land stability issues, responsibility for securing a safe development rests with the developer and/or landowner.
121. Planning policies and decisions should also ensure that:
● the site is suitable for its new use taking account of ground conditions and land instability, including from natural hazards or former activities such as mining, pollution arising from previous uses and any proposals for mitigation including land remediation or impacts on the natural environment arising from that remediation;
● after remediation, as a minimum, land should not be capable of being determined as contaminated land under Part IIA of the Environmental Protection Act 1990; and
26 Potential Special Protection Areas, possible Special Areas of Conservation and proposed Ramsar sites are sites on which Government has initiated public consultation on the scientiic case for designation as a Special Protection Area, candidate Special Area of Conservation or Ramsar site. Achieving sustainable development | 29
● adequate site investigation information, prepared by a competent person, is presented.
122. In doing so, local planning authorities should focus on whether the development itself is an acceptable use of the land, and the impact of the use, rather than the control of processes or emissions themselves where these are subject to approval under pollution control regimes. Local planning authorities should assume that these regimes will operate effectively. Equally, where a planning decision has been made on a particular development, the planning issues should not be revisited through the permitting regimes operated by pollution control authorities.
123. Planning policies and decisions should aim to:
27 ● avoid noise from giving rise to signiicant adverse impacts on health and quality of life as a result of new development;
27 ● mitigate and reduce to a minimum other adverse impacts on health and quality of life arising from noise from new development, including through the use of conditions;
● recognise that development will often create some noise and existing businesses wanting to develop in continuance of their business should not have unreasonable restrictions put on them because of changes in nearby land uses since they were established;28 and
● identify and protect areas of tranquillity which have remained relatively undisturbed by noise and are prized for their recreational and amenity value for this reason.
124. Planning policies should sustain compliance with and contribute towards EU limit values or national objectives for pollutants, taking into account the presence of Air Quality Management Areas and the cumulative impacts on air quality from individual sites in local areas. Planning decisions should ensure that any new development in Air Quality Management Areas is consistent with the local air quality action plan.
125. By encouraging good design, planning policies and decisions should limit the impact of light pollution from artiicial light on local amenity, intrinsically dark landscapes and nature conservation.
27 See Explanatory Note to the Noise Policy Statement for England (Department for the Environment, Food and Rural Affairs). 28 Subject to the provisions of the Environmental Protection Act 1990 and other relevant law. 30 | National Planning Policy Framework
12. Conserving and enhancing the historic environment 126. Local planning authorities should set out in their Local Plan a positive strategy for the conservation and enjoyment of the historic environment,29 including heritage assets most at risk through neglect, decay or other threats. In doing so, they should recognise that heritage assets are an irreplaceable resource and conserve them in a manner appropriate to their signiicance. In developing this strategy, local planning authorities should take into account:
● the desirability of sustaining and enhancing the signiicance of heritage assets and putting them to viable uses consistent with their conservation;
● the wider social, cultural, economic and environmental beneits that conservation of the historic environment can bring;
● the desirability of new development making a positive contribution to local character and distinctiveness; and
● opportunities to draw on the contribution made by the historic environment to the character of a place.
127. When considering the designation of conservation areas, local planning authorities should ensure that an area justiies such status because of its special architectural or historic interest, and that the concept of conservation is not devalued through the designation of areas that lack special interest.
128. In determining applications, local planning authorities should require an applicant to describe the signiicance of any heritage assets affected, including any contribution made by their setting. The level of detail should be proportionate to the assets’ importance and no more than is suficient to understand the potential impact of the proposal on their signiicance. As a minimum the relevant historic environment record should have been consulted and the heritage assets assessed using appropriate expertise where necessary. Where a site on which development is proposed includes or has the potential to include heritage assets with archaeological interest, local planning authorities should require developers to submit an appropriate desk-based assessment and, where necessary, a ield evaluation.
129. Local planning authorities should identify and assess the particular signiicance of any heritage asset that may be affected by a proposal (including by development affecting the setting of a heritage asset) taking account of the available evidence and any necessary expertise. They should take this assessment into account when considering the impact of a proposal on a heritage asset, to avoid or minimise conlict between the heritage asset’s conservation and any aspect of the proposal.
130. Where there is evidence of deliberate neglect of or damage to a heritage asset the deteriorated state of the heritage asset should not be taken into account in any decision.
29 The principles and policies set out in this section apply to the heritage-related consent regimes for which local planning authorities are responsible under the Planning (Listed Buildings and Conservation Areas) Act 1990, as well as to plan-making and decision-taking. Achieving sustainable development | 31
131. In determining planning applications, local planning authorities should take account of:
● the desirability of sustaining and enhancing the signiicance of heritage assets and putting them to viable uses consistent with their conservation;
● the positive contribution that conservation of heritage assets can make to sustainable communities including their economic vitality; and
● the desirability of new development making a positive contribution to local character and distinctiveness.
132. When considering the impact of a proposed development on the signiicance of a designated heritage asset, great weight should be given to the asset’s conservation. The more important the asset, the greater the weight should be. Signiicance can be harmed or lost through alteration or destruction of the heritage asset or development within its setting. As heritage assets are irreplaceable, any harm or loss should require clear and convincing justiication. Substantial harm to or loss of a grade II listed building, park or garden should be exceptional. Substantial harm to or loss of designated heritage assets of the highest signiicance, notably scheduled monuments, protected wreck sites, battleields, grade I and II* listed buildings, grade I and II* registered parks and gardens, and World Heritage Sites, should be wholly exceptional.
133. Where a proposed development will lead to substantial harm to or total loss of signiicance of a designated heritage asset, local planning authorities should refuse consent, unless it can be demonstrated that the substantial harm or loss is necessary to achieve substantial public beneits that outweigh that harm or loss, or all of the following apply:
● the nature of the heritage asset prevents all reasonable uses of the site; and
● no viable use of the heritage asset itself can be found in the medium term through appropriate marketing that will enable its conservation; and
● conservation by grant-funding or some form of charitable or public ownership is demonstrably not possible; and
● the harm or loss is outweighed by the beneit of bringing the site back into use.
134. Where a development proposal will lead to less than substantial harm to the signiicance of a designated heritage asset, this harm should be weighed against the public beneits of the proposal, including securing its optimum viable use.
135. The effect of an application on the signiicance of a non-designated heritage asset should be taken into account in determining the application. In weighing applications that affect directly or indirectly non designated heritage assets, a balanced judgement will be required having regard to the scale of any harm or loss and the signiicance of the heritage asset. 32 | National Planning Policy Framework
136. Local planning authorities should not permit loss of the whole or part of a heritage asset without taking all reasonable steps to ensure the new development will proceed after the loss has occurred.
137. Local planning authorities should look for opportunities for new development within Conservation Areas and World Heritage Sites and within the setting of heritage assets to enhance or better reveal their signiicance. Proposals that preserve those elements of the setting that make a positive contribution to or better reveal the signiicance of the asset should be treated favourably.
138. Not all elements of a World Heritage Site or Conservation Area will necessarily contribute to its signiicance. Loss of a building (or other element) which makes a positive contribution to the signiicance of the Conservation Area or World Heritage Site should be treated either as substantial harm under paragraph 133 or less than substantial harm under paragraph 134, as appropriate, taking into account the relative signiicance of the element affected and its contribution to the signiicance of the Conservation Area or World Heritage Site as a whole.
139. Non-designated heritage assets of archaeological interest that are demonstrably of equivalent signiicance to scheduled monuments, should be considered subject to the policies for designated heritage assets.
140. Local planning authorities should assess whether the beneits of a proposal for enabling development, which would otherwise conlict with planning policies but which would secure the future conservation of a heritage asset, outweigh the disbeneits of departing from those policies.
141. Local planning authorities should make information about the signiicance of the historic environment gathered as part of plan-making or development management publicly accessible. They should also require developers to record and advance understanding of the signiicance of any heritage assets to be lost (wholly or in part) in a manner proportionate to their importance and the impact, and to make this evidence (and any archive generated) publicly accessible.30 However, the ability to record evidence of our past should not be a factor in deciding whether such loss should be permitted.
13. Facilitating the sustainable use of minerals 142. Minerals are essential to support sustainable economic growth and our quality of life. It is therefore important that there is a suficient supply of material to provide the infrastructure, buildings, energy and goods that the country needs. However, since minerals are a inite natural resource, and can only be worked where they are found, it is important to make best use of them to secure their long-term conservation.
143. In preparing Local Plans, local planning authorities should:
30 Copies of evidence should be deposited with the relevant Historic Environment Record, and any archives with a local museum or other public depository. 48 | National Planning Policy Framework
Annex 1: Implementation
208. The policies in this Framework apply from the day of publication.
209. The National Planning Policy Framework aims to strengthen local decision making and reinforce the importance of up-to-date plans.
210. Planning law requires that applications for planning permission must be determined in accordance with the development plan unless material considerations indicate otherwise.
211. For the purposes of decision-taking, the policies in the Local Plan (and the London Plan) should not be considered out-of-date simply because they were adopted prior to the publication of this Framework.
212. However, the policies contained in this Framework are material considerations which local planning authorities should take into account from the day of its publication. The Framework must also be taken into account in the preparation of plans.
213. Plans may, therefore, need to be revised to take into account the policies in this Framework. This should be progressed as quickly as possible, either through a partial review or by preparing a new plan.
214. For 12 months from the day of publication, decision-takers may continue to give full weight to relevant policies adopted since 200439 even if there is a limited degree of conlict with this Framework.
215. In other cases and following this 12-month period, due weight should be given to relevant policies in existing plans according to their degree of consistency with this framework (the closer the policies in the plan to the policies in the Framework, the greater the weight that may be given).
216. From the day of publication, decision-takers may also give weight40 to relevant policies in emerging plans according to:
● the stage of preparation of the emerging plan (the more advanced the preparation, the greater the weight that may be given);
● the extent to which there are unresolved objections to relevant policies (the less signiicant the unresolved objections, the greater the weight that may be given); and
● the degree of consistency of the relevant policies in the emerging plan to the policies in this Framework (the closer the policies in the emerging plan to the policies in the Framework, the greater the weight that may be given).
217. Advice will be available immediately and free of charge from a support service provided by the Local Government Association, the Planning
39 In development plan documents adopted in accordance with the Planning and Compulsory Purchase Act 2004 or published in the London Plan. 40 Unless other material considerations indicate otherwise. Annex 2: Glossary | 57
Sustainable transport modes: Any eficient, safe and accessible means of transport with overall low impact on the environment, including walking and cycling, low and ultra low emission vehicles, car sharing and public transport.
Town centre: Area deined on the local authority’s proposal map, including the primary shopping area and areas predominantly occupied by main town centre uses within or adjacent to the primary shopping area. References to town centres or centres apply to city centres, town centres, district centres and local centres but exclude small parades of shops of purely neighbourhood signiicance. Unless they are identiied as centres in Local Plans, existing out-of-centre developments, comprising or including main town centre uses, do not constitute town centres.
Transport assessment: A comprehensive and systematic process that sets out transport issues relating to a proposed development. It identiies what measures will be required to improve accessibility and safety for all modes of travel, particularly for alternatives to the car such as walking, cycling and public transport and what measures will need to be taken to deal with the anticipated transport impacts of the development.
Transport statement: A simpliied version of a transport assessment where it is agreed the transport issues arising out of development proposals are limited and a full transport assessment is not required.
Travel plan: A long-term management strategy for an organisation or site that seeks to deliver sustainable transport objectives through action and is articulated in a document that is regularly reviewed.
Wildlife corridor: Areas of habitat connecting wildlife populations.
Windfall sites: Sites which have not been speciically identiied as available in the Local Plan process. They normally comprise previously-developed sites that have unexpectedly become available.
The Birmingham Development Plan Pre-Submission Version (2013)
Birmingham as an 4.16 Schemes such as the 4.17 The continued economic 30 redevelopment of New Street restructuring will be supported international city Station, the new Library of by the six Economic Zones which Introduction Birmingham, major regeneration provide a sectoral and spatial 4.11 Birmingham’s future prosperity at Longbridge and ongoing focus for investment in key growth and success is underpinned by its expansion at Birmingham Airport sectors. regional, national and international will be central to the City’s future standing and reputation. success.
4.12 Since the 1980s Birmingham has seen significant change restructuring its economy, enhancing its environment and improving its national and international standing. Further diversification of the economy, new investment in infrastructure and continued environmental enhancements will be essential Policy PG2 Birmingham as an international city to ensure the City strengthens its Birmingham will be promoted as an international city supporting position. development, investment and other initiatives that raise the City’s profile and strengthen its position nationally and internationally. Why we have taken this approach Implementation 4.13 Birmingham is internationally Local/ Partnerships CPO CIL/ Planning Other Local Plan/ renowned for its innovation and National Section Management SPD/Regeneration industry, its strong academic base Funding 106 Framework and commercial activity. The City 333333 benefits from being at the heart Policy PG2 of the UK’s transport network, with direct access to international markets through proximity of Birmingham Airport. Proposals for HS2 will further enhance this position. This connectivity and economic foundation are major assets for the City, underpinning its position both nationally and internationally.
4.14 Major attractions such as the Bullring shopping centre, Cadbury World, the International Convention Centre and Symphony Hall and National Indoor Arena are vital to the City’s attraction as a business and leisure tourism destination.
4.15 The City’s cultural diversity is increasing, characterised by the hosting of a variety of sporting, community and cultural events city-wide, attracting people from throughout the West Midlands region and beyond. Major plans for the future, outlined in Big City Culture 2010-2015, will continue to strengthen the City’s position and reinforce Birmingham as a key destination. Brindleyplace
birmingham development plan / planning for growth City Centre 36 Introduction 5.14 Accounting for a third of Birmingham’s economic output, supporting over 150,000 jobs, attracting more than £2 billion of shopping expenditure every year and home to over 30,000 people, the City Centre is central to Birmingham’s future growth agenda and continuing success in promoting itself as an international City.
5.15 Covering 800 ha the City Centre is positioned as the hub of the City providing local, regional and national transport access, nationally significant visitor attractions and major economic assets.
5.16 In order to strengthen the Custard Factory role of the City on a national and international basis there will be Policy GA1 City Centre an emphasis on delivering major new investment in retail and office Policy GA1.1 Role and Function provision. Alongside its important The City Council will continue to promote the City Centre as the focus for economic and visitor role the retail, office, residential and leisure activity within the context of the wider City Centre is home to a growing aspiration to provide a high quality environment and visitor experience. residential population which will continue to expand in the future. New development should make a positive contribution to improving the This will happen in the context of vitality of the City Centre and should aim to improve the overall mix of the wider aspiration of providing uses. a high quality environment and delivering a diverse mix of uses vital The retail core, as defined on the Policies Map, will continue to be to a vibrant centre. focused around The Bullring, New Street, Corporation Street, The Mailbox and Grand Central and improvements to the quality of the 5.17 To support this growth and environment and the shopping experience within this area. Future ensure its ongoing success the comparison retail development will be supported at Martineau Galleries, traditional City Centre Core will as part of the redevelopment of the wholesale markets site and in be expanded through five areas of conjunction with any proposals for the HS2 station in Eastside. Small- transformation (strategic locations), scale retail development will continue to be supported as part of mixed- incorporating significant new office, use redevelopments throughout the City Centre. New leisure uses will retail, leisure, residential, civic and be promoted within and on the edge of the retail core to support the cultural uses. diversification of the City’s offer as a top visitor destination.
The role of the City Centre as a major hub for financial, professional and business services will continue to be supported. The primary focus for additional office development will be within and around the City Centre Core including Snow Hill and Westside. The area of Brindleyplace, Eastside, along Broad Street and around Five Ways will provide further focus for these uses.
Residential development will continue to be supported in the City Centre where it provides well-designed good quality living environments. Developments will need to provide flexible and adaptable accommodation meeting a range of needs including for families. continued...
birmingham development plan / spatial delivery of growth Policy GA1.2 Growth and Areas of Transformation 37 In order for the City Centre to maintain and develop its position as a top visitor destination and driver of the City’s economy, significant new levels of growth will be accommodated. The City Centre has potential to accommodate in the region of 12,800 new homes, 700,000 sq.m. of office floorspace and 160,000 sq.m. of retail floorspace. The following strategic locations will be the focus of the proposed growth. Eastside - The ongoing regeneration of this area will enable the City Centre Core to expand eastwards and will require well designed mixed use developments including office, technology, residential, learning and leisure. Any proposals for a HS2 station will need to be integrated into the area creating a world class arrival experience with enhanced connectivity to surrounding areas including Digbeth and the City Centre Core. Southern Gateway - This area will be the focus for the expansion of the City Centre Core southwards through the comprehensive redevelopment of the wholesale markets site delivering a vibrant new destination for the City. Development will be supported that diversifies the City’s offer as a retail and leisure destination including niche retail, improved markets, food and leisure space. Residential development will be supported as part of the future mix of uses with opportunities to stimulate the regeneration of the wider area. The redevelopment will require high quality public spaces and routes to be incorporated with a new public event space creating a centre piece for the area. Integral to creating a new destination will be the creation of exemplar development in terms of its architecture and sustainability credentials, the reinterpretation of the historic moat and manor house, the creation of a gateway to the Digbeth creative quarter and space for a new cultural facility. Development across the wider Southern Gateway will need to address the management of water and flood risk, be supported by a range of infrastructure and services, employment opportunities and public spaces and improve connections to Highgate. New Street Southside - Acting as the catalyst for the wider regeneration of the City Centre the redeveloped New Street Station, opening in 2015, will transform the arrival experience and create new linkages. Selective redevelopment of areas around the station will be encouraged. Westside - Commercial led mixed use developments will be supported in this area including the redevelopment of the Paradise Circus and Arena Central sites. The redevelopment of the Paradise Circus site will require new public spaces, improved pedestrian connections including to the Jewellery Quarter, active frontages, restoration of key views and the enhancement to the setting of listed buildings. The extension of the metro line and other improvements to connectivity within the area will be supported. The redesign of Centenary Square will need to provide improved public transport accessibility and significantly enhanced pedestrian environment alongside a useable event space. The Snow Hill District - The eastern expansion of the central office core around Snow Hill station will be supported through key office and mixed use developments. Connected routes and incidental spaces throughout the district will be promoted to provide a public realm that will encourage new business activity. In particular enhanced pedestrian linkages across Great Charles Street, St Chads Queensway and Lancaster Circus will be central to a transformed pedestrian environment and connections from the City Centre Core into the surrounding areas supported.
continued...
spatial delivery of growth / birmingham development plan Why we have taken this Policy GA1.3 The Quarters 38 approach New development must support and strengthen the distinctive character 5.18 The City Centre has long been of the areas surrounding the City Centre Core raising their overall quality, central to the economic success of offer and accessibility. The City Centre is formed by seven Quarters with the City. Since the late 1980s the the Core at its heart. Within each Quarter varying degrees of change City Centre has established itself are proposed that relate to the overarching objectives of delivering as one of the UK’s top centres for ambitious growth whilst supporting the distinctive characteristics, professional, financial and business communities and environmental assets of each area. services and as a major visitor destination. The City Centre Core - Providing an exceptional visitor and retail experience with a diverse range of uses set within a high quality 5.19 In the latter part of the 20th environment. century the City Centre was constrained by the Inner Ring Digbeth - Creating a thriving creative and cultural hub with a high quality, Road which was both a physical exciting and easily accessible environment. and psychological barrier to the expansion of the City Centre Core. Eastside - Maximising its role as an area for learning and technology Much has been done to allow realising its extensive development opportunities and the integration of the core to grow beyond this, any proposals for HS2 station. for instance the lowering of the Inner Ring Road at Paradise Circus St George and St Chad - Maintain the area’s important employment role facilitating the ICC, Symphony and industrial activity complemented by a mix of uses around the canal Hall and Brindleyplace; and to the and improved connections to neighbouring areas. east by the removal of Masshouse Circus linking Eastside to the core.
The Jewellery Quarter - Creating an urban village supporting the area’s 5.20 Continuing the process of unique heritage with the introduction of an appropriate mix of uses and transforming the City Centre, radically improved connections to the City Centre Core. building upon the gains since the 1980’s, the future focus will be Southside and Highgate - Supporting the growth of the area’s upon extending and connecting cultural, entertainment and residential activities and its economic role the City Centre Core further complemented by high quality public spaces and pedestrian routes. beyond its existing boundaries whilst diversifying its activities and Westside and Ladywood - Creating a vibrant mixed use area combining supporting economic growth. the visitor, cultural, commercial and residential offer into a dynamic well connected area, which supports development in the Greater Icknield 5.21 In September 2010 the City Growth Area. Council launched its Big City Plan which sets out the vision for the Policy GA1.4 Connectivity future transformation of the City Centre over a 20 year period. Measures to improve accessibility to and within the City Centre will be It identifies the opportunities supported, including: available in the City Centre and • An enhanced high quality network of pedestrian/cycle routes, public the actions that would need to open spaces and squares. be taken to deliver long term economic growth and secure • Improvements to and prioritisation of pedestrian and cycle accessibility. a competitive and successful centre for the future. In order to • Integration of public transport. achieve the ambitions and support Birmingham’s growth agenda the Implementation principles and proposals of the Big Local/ Partnerships CPO CIL/ Planning Other Local Plan/ City Plan are reflected in the BDP. National Section Management SPD/Regeneration Funding 106 Framework 5.22 To achieve future growth five areas of transformation (strategic Policy GA1 333333 locations) have been identified which will create new distinctive places. These five areas are based upon existing concentrations of development activity, forming logical extensions of the City Centre Core.
birmingham development plan / spatial delivery of growth 41
A38
Aston Expressway Jewellery Quarter Station
St Paul’s Station
Snow Hill Station
Moor Street Station New Street Station
A38 Bristol Street
n NORTH
KEY
Growth Area boundary Major highways HS2 route/terminus Development sites Rail line Canal Wider areas of change Rail station River Public open space Metro line Greater Icknield GA City Centre Quarters Metro station Metro line under construction Proposed Metro extension
Plan 5 City Centre Spatial Plan
spatial delivery of growth / birmingham development plan 122 Connectivity
9.1 High quality connections by road, rail, bus, walking, cycling or digital, are all vital to the City’s future economic prosperity and social inclusiveness. These connections provide access to education, employment, business, retail and leisure opportunities.
9.2 Transport is an enabler for Policy TP37 A sustainable transport network economic growth and for the City to successfully deliver its The development of a sustainable, high quality, integrated transport sustainable growth agenda it system, where the most sustainable mode choices also offer the most will need to develop its existing convenient means of travel, will be supported. transport networks ensuring that they provide an effective, The delivery of a sustainable transport network will require: efficient and comprehensive • Improved choice by developing and improving public transport, cycling public transport system, high and walking networks. quality routes and environments for pedestrians and cyclists, an • The facilitation of modes of transport that reduce carbon emissions and efficient road network and modern improve air quality. digital infrastructure. In addition • Improvements and development of road, rail and water freight routes to improvements to its internal to support the sustainable and efficient movement of goods. connections, the City will need to • Reduction in the negative impact of road trafic, for example, secure further improvements in congestion and road accidents. connectivity with commuter towns and surrounding areas, to the rest • Working with partners to support and promote sustainable modes and of the country and internationally low emission travel choices. in order to attract investment and • Ensuring that land use planning decisions support and promote support access to jobs. sustainable travel. • Building, maintaining and managing the transport network in a way that reduces CO2, addresses air quality problems and minimises transport’s A sustainable transport impact on the environment. network Implementation Introduction 9.3 An efficient, comprehensive and Local/ Partnerships CPO CIL/ Planning Other Local Plan/ National Section Management SPD/Regeneration sustainable transport system is an Funding 106 Framework essential element in supporting the City’s economic competitiveness, Policy TP37 333333 meeting the targets for reducing CO2 emissions and enabling the delivery of sustainable development. Promoting sustainable transport modes will help re-balance the focus to those the most sustainable and safest 9.5 The City Council is developing modes that have lower emissions way. Achieving this will require a the Birmingham Mobility Action and contribute to creating a higher road user hierarchy that favours Plan (BMAP) and will work with quality environment across the City. sustainable modes of transport. public and private sector partners Any development of the transport to develop the City’s transport network will need to consider the system in a way which supports Why we have taken this impact of schemes on different national goals for transport and approach road users and take this hierarchy local targets for reducing emissions 9.4 A key principle for the transport into account to resolve competing of pollutants (including greenhouse network is to make the existing demands. It will be necessary to gases), supports sustainable connections as efficient as strike a balance between the needs housing and community growth possible, ensuring the movement of road users and the function of and addresses the changing needs of as many people as possible in different routes. of the City’s communities.
birmingham development plan / connectivity Public transport Policy TP40 Public transport 126 Introduction Bus and Coach 9.22 There is a continuing need to improve public transport facilities The bus remains by far the most important mode of public transport including interchanges so that in Birmingham. There continues to be a challenge in making bus travel access to places of employment, attractive as a sustainable alternative to the private car. education, shopping, medical, The City Council will continue to work with Centro and bus operators to cultural, leisure and social improve the bus network by: facilities is an attractive and viable alternative to private transport. • Supporting partnership measures to develop and improve the bus network including the City Centre Statutory Quality Bus Partnerships and Bus Network Reviews. Why we have taken this • Ensuring that road space is managed eficiently to support public approach transport through initiatives such as SMART routes and other bus 9.23 The bus remains by far the priority measures and infrastructure. most important mode of public transport in Birmingham and • Ensuring that adequate coach access is provided for as part of new is certain to remain so for the developments where it is required. foreseeable future. The design and location of new development Rail will need to ensure that travel Proposals to enhance the City’s rail network will be supported, between destinations by bus is as including: an attractive and viable option as possible. It is important that buses • Reopening the Camp Hill and Sutton Park railway lines to passenger are easily accessible to and from services. and able to penetrate residential • The delivery of the Camp Hill Chord scheme and the facilitation of and employment areas and offer services from the Camp Hill line and from Tamworth/Nuneaton to run a good choice of destinations to into the new platforms at Moor Street station. serve the needs of passengers. • The provision of new stations at Kings Heath, Hazelwell and Moseley on 9.24 Centro works with transport the Camp Hill route, Walmley and Sutton Park on the Sutton Park route, operators and the West Midlands at the Fort and Castle Vale and at Soho Road on the Wolverhampton metropolitan councils to promote and Walsall route. and develop public transport • Redevelopment of Snow Hill station and reinstatement of Platform 4. throughout the West Midlands. Centro does not directly operate • The expansion of park and ride sites including Kings Norton, Four Oaks bus services, which are operated by and Lea Hall. a number of private operators on a commercial basis. However, Centro Rapid Transit - Midland Metro and Bus Rapid Transit does provide subsidy support for non-profitable, but in-demand, The development and extension of metro/bus rapid transit to facilitate services. improvement/enhancement in the public transport offer on key corridors and to facilitate access to development and employment will be 9.25 Coach travel is also important supported. as a sustainable mode of travel In particular support for: with over 2 million visits made by the Group Travel Market to the City • An extension of the Midland Metro Tram network from New St to each year, and worth over £130 Centenary Square. million to the local economy. • Bus Rapid Transit routes from the City Centre along the Walsall Road and Hagley Road. 9.26 The City sits at the heart of the UK’s railway network. Between 2001 • A rapid transit link between the City Centre and Birmingham Airport and 2011 the number of passengers and the proposed HS2 interchange in Solihull. travelling into the City Centre by rail has increased by 60%. This Implementation has coincided with improved Local/ Partnerships CPO CIL/ Planning Other Local Plan/ frequencies and journey times on National Section Management SPD/Regeneration the West Coast Main and Chiltern Funding 106 Framework Lines together with investment in Policy TP40 333333
birmingham development plan / connectivity
Birmingham Smithfield Masterplan (Draft) (2016)
18 Masterplan 19
Capitalising on the city’s already established assets, the overarching vision for Birmingham Smithfield will be of a sustainable and inclusive place that has people at the heart of a zero carbon development. It will drive opportunities for the city’s economy creating new cultural and leisure attractions, vibrant retail markets and space for start-ups, small businesses and entrepreneurs. It will be a distinctive place, with high quality architecture, public spaces and squares and a dynamic new residential neighbourhood, that is reconnected to the wider city through new streets, public transport and pedestrian and cycle routes.
This vision will be secured through the delivery of a series of big moves and underpinned by key development principles.
BIG MOVES Vibrant markets and leisure Residential neighbourhood This will be at the heart of Birmingham A mixture of new, modern sustainable Smithfield and see fantastic market homes in a green setting supported by a shopping attracting new and existing range of community facilities will create an customers and a range of leisure uses exemplar residential neighbourhood that supported by cafes, independent shops, will be one of the most desirable places to restaurants and hotels. The new home for live in the city centre. At the heart of the the markets will become a destination in residential neighbourhood will be a major its own right, with a mix of activity across new park creating a setting and location for a multi-layered building bringing life amenity assets for the whole area. throughout the day and night. Innovative design and servicing will support its long term operation.
Festival Square The square will be a major new public space for the city that is a lively hub for cultural Bullring
St.Martins events, activities, festivals and an attractive Church place for people to meet and relax.
Smallbrook
Queensway Digbeth Plan 3 Big moves Pedestrian boulevard A wide pedestrian boulevard will transform Key
pedestrian connections into the site Coach Station Retail Markets allowing people to walk through the area
easily and reach it from other parts of the Pershore Street Market Square city centre. Leisure attractions
Integrated public transport Festival Square Cheapside Metro, bus and sprint (rapid transit bus) will Pedestrian boulevard run through the site in dedicated public corridors providing people with a quick and Public transport routes
efficient way of getting around the area and Barford Street linking to the wider city and beyond. Residential neighbourhood
birmingham smithfield / masterplan masterplan / birmingham smithfield 26 27
Festival Square will be supported by a the city’s network of well-designed green Integrated Public Transport and convenient connections to New Street network of other squares and spaces such spaces. Walking and cycling routes will At the heart of creating one of the most Station, Moor Street Station, Birmingham as Market Square. This square will provide converge on these squares and spaces accessible destinations in the city will be Coach Station, the HS2 terminus at an attractive setting for the markets and the ensuring that they are active and lively. the integration of public transport. Radical Birmingham Curzon and the wider city. It church of St Martin-in-the-Bull Ring. Within improvements to local access will be could form the first phase of a wider route the residential neighbourhood, a balance A distinctive high quality, appropriate made by re-connecting Bromsgrove Street into the south of the city. of public and private spaces will provide palette of materials will be used on public across the area from east-west to provide significant natural areas enhancing the realm throughout the site as set out in the a dedicated bus and sprint route serving A focus for interchange between public appeal as a place to live. A major new park city council’s emerging Strategy for Streets, the markets and leisure attractions and transport modes within the site will be will be the focal point for the residential Squares and Spaces. A sustainable approach making them easily accessible to shoppers important with bus/sprint stops at key and neighbourhood and wider community. It will be needed to the use of materials and visitors. The new route will need to be convenient points, and smart technology will provide a range of amenities including and resources that considers sourcing, carefully planned in its interface with Festival will be used to aid its efficient use. These green space, play areas, allotments and conservation and re-use. Investment in the Square and ensure that it contributes to improvements will reduce traffic congestion habitats benefitting the site and the wider long term maintenance and management of the creation of a place and destination. Bus and carbon dioxide emissions as well as city. The new park will become part of public realm will be vital. stops, road materials and signage will all delivering improvements in air quality. need to be carefully designed to integrate into the overall vision for the site and Festival Square.
Brand new mass rapid transport facilities will be brought into the site through the creation of a dedicated route for the Midland Metro. This will run through the site along an extended Sherlock Street with a stop between Festival Square and the new residential community. It will provide quick Plan 5 Public transport and access
Key
Two way vehicular movement • View from Digbeth High Street Vehicular access/servicing looking towards Rotunda M Metro route/stop
Sprint/bus route
P Car parking
n NORTH birmingham smithfield / masterplan NOT TO SCALE masterplan / birmingham smithfield
West Midlands Local Transport Plan (2011 – 2026)
46
• Developing the Smart Routes concept Long Term Theme 1: as the key network management tool, REGENERATION, THRIVING CENTRES, integrating a range of existing initiatives to CORRIDORS AND GATEWAYS promote smoother traffic flows and more Economic growth is one of the two outcomes reliable journey times sought from LTP. Transport interventions can make • Pursuing Transport Asset Management, a significant positive contribution towards all especially in the early years of LTP, to forms of regeneration activity, both large- and ensure a solid infrastructural basis upon small-scale. This requires alignment of the Local which to build the Growth Agenda Transport Strategy with spatial planning and • This approach recognises the role of regeneration proposals and policies set out by Major Schemes to assist the economic the Districts, regeneration agencies and other restructuring of the Metropolitan Area. stakeholders. The ITA has an influencing role It also recognises the need for many in this respect, and it will work closely with its smaller-scale capital and revenue schemes partners to ensure that LTP actively supports the and measures, especially to support outcome of economic growth and regeneration, improvements in local connectivity for as well as assisting the implementation of Core businesses and communities across the Strategy policies and proposals. Area The Area’s centres are the foci of a sustainable To maintain a clear long-term direction to help form of urban land use/ transport development. with difficult decisions over priorities and future The strategic, town and suburban district centres resource allocations, we have developed ten therefore need to thrive by attracting inward Long Term Themes, which underpin our policies, investment. This requires improved access, programmes and other interventions. In the alongside a transformation of the quality of the following section we provide more detail on what environment with modern walkable urban realms. each of the Themes comprises, together with Streetscape improvements, appropriate parking priorities, interventions, outcomes and outputs strategies and a reduction in the dominance of where appropriate. the car in town and city centre streets are integral to this. Interchange improvements to connect
the rail and rapid transit network with local bus networks are also integral to promoting thriving centres, as is ensuring that coach provision is properly catered for. 47
Birmingham city centre, as the main regional Priorities for Action: centre and hub of the public transport network, • Alignment of Strategic Transport Corridors has particular significance. A city centre transport with Impact Investment Locations and other strategy is currently being finalised, in accord regeneration policy designations with the “’Big City Plan” initiative. This will set out • Implementation of transport improvements how increased demand arising from development identified in Core Strategies, Area Action in central Birmingham will be accommodated, Plans and other relevant documents and how internal movement will be improved. • Active promotion of HS2, with stations at The principles underpinning this initiative are Birmingham Airport and Birmingham City “a well connected city,” “an efficient city” and a Centre “walkable city.” Implementation of New Street • Ensuring that the benefits of HS2 Gateway, the Metro extension and bus hubs are are maximised for the whole of the complex projects, which will be supported by a Metropolitan Area, and the wider region, clear communications strategy for this city centre through ensuring maximised connectivity transformation. within the local transport network and the best use of capacity released from the Area Action Plans for other strategic centres in the ’classic’ rail network, including that capacity Metropolitan Area are also vital and are being released on the West Coast Main Line prepared across the Metropolitan Area. • Development of a transport infrastructure Birmingham Airport (BHX) and the National that supports access to Birmingham Exhibition Centre (NEC) are key national and Airport/NEC and improves connectivity as regional assets. They are essential elements part of the regeneration of North Solihull/ East Birmingham within the regional and Metropolitan ’toolbox’ for economic growth and regeneration. LTP therefore • Development of the Multi Modal seeks to ensure that an appropriate regional, Interchange at Birmingham International Station and public transport services to Metropolitan and local transport infrastructure include early morning, evening, late night is provided which supports both of these assets, and weekend services including the longer-term development of HS2. • Ensuring that the need for coach provision Some regeneration corridors will also require is fully considered in centres, gateways and limited new road building in specific locations, major attractions where this is explicitly required in order to attract • Encouraging schemes that deliver inward investment, allow expansion or renewal improvements in environmental quality, a of existing employment areas and/or major new sustainable and functional urban realm, housing development. and locally distinctive centres 52
Long Term Theme 3: MODAL TRANSFER AND THE CREATION OF SuSTAINAbLE TRAVEL PATTERNS
Smart Routes and an emerging Rail and Rapid Transit Network will help maximise the effectiveness of the Highway Network, and meet the bulk of new travel demand arising from increased economic activity. However, to improve journey time reliability and experience, and to smooth traffic flows, supporting interventions are also needed to take pressure off highway locations that suffer severe congestion at busy times.
These supporting approaches emphasise Smarter The evidence base has been growing in recent Choices, which will further raise awareness of years, and shows that Smarter Choices can alternatives to the car, and comprise the following deliver the following important benefits: initiatives: • Reduce modal share of car and increase • Increasing Public Awareness of Travel Choices modal share of public transport, walking,
• Workplace Travel Plans cycling and car sharing • • School Travel Plans Playing a role in addressing the ‘School Run’ problem and delivering improved • Community Travel Plans health and safety • Residential Travel Plans • Reduction in the overall number of car trips • Rail Station Travel Plans • Change in the timing of travel, in particular • Promotion of Walking and Cycling a reduction in car travel during periods of • Personalised Travel Plans peak traffic volumes
• Car Sharing Impressive increases in public transport use, and walking and cycling, have been witnessed • Car Clubs where resources are carefully targeted, such • Smarter Travel Working (Teleworking/ as the Government’s recent Sustainable Travel Home Working/Flexible Working) Demonstration Towns project. 53
Alongside Smarter Choices is the need The role of walking is also an important one for to continue pursuing a common parking local journeys and smarter choice measures need management and pricing approach, to deter long to incorporate improved conditions for walking in stay off-street public parking in locations with local corridors and centres. high public transport accessibility. Accessibility Priorities for Action: planning will also steer more intensive forms of • Smarter Choices packages in suitable development to more accessible locations, thus corridors, complementary to the Local supporting efforts to reduce pressure on the Sustainable Transport Fund package, as highway network. part of an active and Sustainable/Smart Implementation of Districts’ local cycling Package, with Smart Route development strategies is also vital for meeting local modal • Smart Choices activities aimed at shift, congestion and public health objectives. The encouraging businesses to reduce the focus of these is on improving networks of routes need for company travel by greater use of of up to five miles, linking residential areas to technology, including broadband and video local centres, employment areas, schools, railway conferencing stations, public transport stops, leisure facilities • Increasing the level of active travel, to and other key destinations. tackle health and transport challenges, by Improvements can be achieved through highway walking and cycling, including a cycle route schemes and opportunities arising from new network strategy and development with development. Ongoing improvements will be suitable measures appropriate to traffic complemented by providing dedicated cycle flows and speeds on priority links infrastructure, such as cycle lanes, cycle tracks, • Further development of rail station travel crossings, advance stop lines, and other measures plans including improved public transport that give cyclists advantages over vehicle traffic. access and cycle facilities at public Other schemes will contribute towards improved transport nodes cycling conditions, including traffic calming, junction • Development of a long-term active and treatment, 20 mph zones, shared space initiatives sustainable approach to school travel and exemptions for cyclists at road closures. plans with complementary schemes and Focus will be on removing barriers to cycle use. initiatives to improve and encourage Cycle training and marketing and further active travel for school journeys communications initiatives are also integral to reducing the reliance on private transport Districts cycling strategies. 55
Priorities for Action:
• Implement the policies and measures that will ensure that the highways network is maintained in a safe and serviceable condition.
• Create an attractive well-maintained highway environment, which will contribute to an efficient local economy, whilst maximising the return on a given level of investment to reduce the amount of unplanned, reactive maintenance.
• Implement the principles of the recently published CIPFA Infrastructure Code for asset management and maintain a comprehensive knowledge of highway assets.
• Prepare for asset valuation in line with Whole of Government Accounts and depreciated accounting methods, which will measure the cost of the economic benefits embodied in the assets and quantify the level of asset consumption during an accounting period.
• Endorsement of finalised Asset Management Plans (AMPs), and embedding their recommendations into future capital and revenue programmes.
• Identifying a Metropolitan Area-wide course of action towards tackling major transport maintenance concerns (including weakened bridges)
• Working with partners, where appropriate, to ensure the maintenance of public transport assets.
Long Term Theme 5: A RAIL AND RAPID TRANSIT NETWORk ‘bACkbONE FOR DEVELOPMENT’
Development of a Rail and Rapid Transit Network is an ambitious approach, matching the deep economic and environmental challenges faced by the UK’s second largest urban area.
Development of this network has four main functions:
• To act as an ’anchor’ for attracting inward investment and widening labour markets, particularly in the Black Country
• To accommodate the bulk of increased demand for travel arising from increased economic and housing growth, through high capacity, rapid fixed links between centres and regeneration areas in busy, high volume corridors 56
• To provide fast links to the wider regional Travel to Work Area, allowing sustainable forms of movement to the main centres within the Metropolitan Area whilst ensuring that the Urban Renaissance Spatial Strategy is implemented
• To maximise accessibility to HS2 stations and a developing Airport/NEC, broadening the benefits to the whole of the Metropolitan Area
The West Midlands Metropolitan Area’s long-term vision for the Rail and Rapid Transit Network is shown in the figure below.
Crewe, Stoke Key
Rugeley Lichfield Rail Line with suburban services Chester, Mid Wales Trent Valley Trent Valley P+R Derby Rail Line with national/regional P+R Stafford services only Shrewsbury Rugeley Town Burton-upon-Trent Midland Metro Shrewsbury Parkway P+R Hednesford Lichfield City Penkridge Wellington Ultra Light Rail Oakengates Brinsford P+R Cannock I54 Business Park Shenstone Landywood Rapid Transit P+R Brownhills P+R Telford Central Wednesfield Willenhall Tamworth (stops are indicative) Bloxwich North Pelsall Blake St Shifnal Reedswood Proposed Station / Stop Cosford Bloxwich Albrighton New Cross Hospital Butlers Lane Interchange Station / Stop Aldridge Codsall Science Park Streetly Wilnecote Main Bus Interchange Four Oaks Bilbrook Heath Town Walsall Station with regular Great Barr Sutton Coldfield SPL Bradford Place national/regional services Wolverhampton University SUTTON COLDFIELD Kingsbury WOLVERHAMPTON Willenhall Darlaston WALSALL P+R Existing / Potential Park and Ride location Wylde Green serving a strategic movement demand Bus Station Bescot Stadium Chester Rd Wolverhampton St George’s Priestfield Walmley The Crescent Pleck Nuneaton Hamstead Perry Barr Erdington The Royal Bilston Central Leicester Bilston Urban Village Witton Coleshill Parkway P+R Tame Bridge Loxdale Gravelly Hill Coseley Parkway Water Orton Bermuda Park Bradley Lane Aston Keresley Newlands Bedworth Great Bridge Road Wednesbury Parkway Wednesbury Bus Station Castle Vale/ Wednesbury Great Western St Hill Top Castle Bromwich Prologis Park Golds Hill Black Lake Newtown Chelmsley P+R Fort Parkway Ricoh Arena Tipton Dudley St Gun Village Wood Great Bridge Handsworth Booth St Duddeston The Hawthorns Winson Green Soho BensonAll SaintsJewellery Rd St Pauls Quarter Outer Circle Park and Ride North Horseley Rd Birmingham Marston Business Park Ansty Dudley Port Adderley Park Stechford Green Sedgley Rd Walsgrave Dartmouth St BIRMINGHAM Birmingham New Rd Five Ways Lea Hall Hospital Edgbaston CITY CENTRE Wyken Tipton Rd Lodge Rd / Town Hall Foleshill Bordesley Bordesley Green Meadway BIRMINGHAM Sandwell & INTERNATIONAL Station Drive WEST BROMWICH CENTRAL Dudley P+R Swanswell Five Ways Stoke DUDLEY TOWN CENTRE Smethwick Rolfe St Flood St Smethwick Galton Bridge Elmdon Pool Meadow Bus Station New Rd Bearwood Interchange Small Heath Cinder Bank Swan Yardley Sheldon Spon End Tyseley Whoberley Pedmore Rd Langley Green Hearsall University Hospital Common Canal St University Moseley Rowley Regis Waterfront Selly Oak Rugby Spring Rd Canley North Merry Hill Acocks Green Tanyard Old Hill P+R Junction 3 Bournville Kings Heath Farm COVENTRY Long Northampton BRIERLEY HILL Tile Hill California Olton Buckby Cradley Heath Hall Green Hampton-in-Arden Hazelwell Canley Yardley Wood Ly e Kings Norton Shirley Berkswell Tile Hill SOLIHULL Whitlocks End Bartley Green London Northfield Wythall Widney Manor P+R Earlswood War Memorial Park Stourbridge Junction Frankley P+R Longbridge Dorridge The Lakes Stourbridge Town Wood End Hagley Lapworth Danzey Cannon Park Blakedown Barnt Green P+R Henley-in-Arden Kidderminster Parkway Bromsgrove P+R P+R Kidderminster Wootton Wawen
P+R Hartlebury Alvechurch Wilmcote Bearley Claverdon Hatton Kenilworth
Droitwich Spa P+R Stratford Parkway Worcestershire University of Warwick P+R Worcester North / Fernhill Heath P+R Parkway Evesham, London Redditch P+R Stratford-upon-Avon Warwick Warwick Leamington Spa Banbury Reading, Parkway London Hereford Ledbury Colwall Worcester Worcester P+R Shrub Hill Great Malvern Malvern Link Foregate Street Cheltenham Spa
West Midlands Long Term Rail and Rapid Transit Network
The network aims to bring together all rail connections and rapid transit lines in high volume corridors. The result is a ’backbone’ of rapid, high capacity public transport, linking the Area with its hinterland, the main centres and key regeneration corridors. The network comprises: 57
• Rail (national, regional and suburban) • Accessibility: the provision of accessible
• Tram-train infrastructure, information and services, supported by staff with disability awareness • Light Rail/tramway training • Bus Rapid Transit These attributes are supported by operational • Park and Ride (strategic and local) elements, to deliver improved quality through:
The main features of this integrated public • Frequency: ’turn-up-and-go’ frequencies transport network are: of at least every 8 to 10 minutes which,
• Speed : forms of public transport which market research shows, remove the are faster than local bus services, to constraint of organising personal time enable longer journeys to be made within around public transport timetables. Where an ’acceptable overall journey time’, this high frequency is not possible (e.g. often considered to be 45 minutes. An where suburban rail services link small example of this was the former Walsall - settlements within the Travel to Work Area Wolverhampton rail service, where journey with main centres), then regular service is times were considerably shorter and more critical, ideally at 15 to 30 minute intervals. reliable than by bus • Reliability: through effective operational
• Capacity : forms of public transport which management and significant segregation have higher passenger capacity than local of public transport from the general traffic bus services for main flows of movement, flow results in people having confidence in, typically for corridors of over 12,000 and therefore choosing, public transport passengers per day • Operating Hours: as employment and
• Permanence : fixed permanent links, leisure patterns change, so an 18-hour to shape land use plans and provide operating day should be the minimum security on which to invest in sustainable standard for rail and rapid transit, with an developments aspiration for 24 hour service provision where demand warrants it. • Integration : to enable journeys to be • easily made through use of more than Image and Perception: high quality one mode or service, with convenient service features, and a strong positive availability of local bus services to make image, help rail and rapid transit achieve the initial or final connections on a journey modal shift 58
Priorities for Action: Long Term Theme 6: • Ensuring delivery of committed rail industry IMPROVED LOCAL ACCESSIbILITY investment in the rail network including the AND CONNECTIVITY Control Period 4 programme (rail capacity Journeys of less than 7.5 kilometres in length enhancements, suburban station platform comprise 66% of all journeys in the Metropolitan lengthening, area resignalling), new rolling Area. More than half of these are currently made stock and additional Park and Ride capacity by car. To support both outcomes and all five • Developing long term service aspirations Objectives of LTP, some targeted modal shift towards the Metropolitan Area rail network of these local journeys is sought through the through the use of the classic network development of principal bus corridors, as part capacity released by High Speed Rail of our Smart Routes strategy. There is also a role for increased walking and cycling, especially for • Identifying future Metropolitan Area rapid shorter journeys, as part of our Smarter Choices transit development and delivery priorities strategy. • Developing the Wolverhampton City Ensuring that the land use planning system Centre Rapid Transit scheme to support the takes full account of accessibility needs is a key on-going regeneration of the city centre requirement. as part of the wider Black Country Rapid Transit Spine The social inclusion objectives of equality of opportunity are also extremely important. Effective • Black Country Rapid Transit Spine local public transport provides vital connections development, linking the main centres of for people to access jobs, skills, services and the Black Country and Stourbridge shops and will be pursued through: • Rapid Transit Network development in • Developing the rail and rapid transit regeneration corridors serving significant network for longer journeys economic development areas and centres, • particularly Coventry Comprehensively improving local bus networks, through the joint approach between Centro and bus operators of ’Transforming Bus Travel’ 59
• Undertaking local bus network reviews, Priorities for Action: taking account of the views of equalities • Principal bus corridor and local bus groups, proposed new development sites, network service reliability improvements, and changes to local service provision, through measures such as Smart Route for example in respect of health care and and securing service quality enhancements retailing facilities using appropriate legislative powers and • Providing complementary travel measures, strengthened partnership working with such as Ring and Ride, Community operators Transport and travel training with demand- • On-going local bus network reviews, responsive services appropriate for low reflecting proposed new development sites, demand areas, specialised travel demands land use changes and changes in people’s and provision to help meet the needs of travel requirements, including access to people with disabilities health care facilities • Concessionary fare policies, designed to • Improving access and connectivity to all promote increased social inclusion for types of centres by all modes, to support elderly and disabled persons, children, local economies and reduce locally and, through the WorkWise initiative, for generated carbon emissions jobseekers • ’Putting People First’ agenda to influence • Improving cycling facilities and cross- the role of community transport in the boundary networks complementary travel services tier of • Making local improvements to walking the Metropolitan Area public transport routes as part of wider community safety network, including delivery of the Ring and projects Ride business plan
• To work with transport operating companies towards provision of 24/7 services where this is economically or socially desirable and where sufficient demand exists
• Ensuring the ITA’s access standards for the provision of socially necessary bus services remain appropriate 61
Long Term Theme 8: EFFECTIVE AND RELIAbLE TRANSPORT INTEGRATION
The Area’s public transport system comprises an These include the potential to improve information integrated network of four tiers: provision for all, helping overcome existing barriers for disadvantaged groups. Areas for improvement • Rail and Rapid Transit Network include on-board next-stop information and • Principal Bus Corridors greater use of real time information. • Local Bus Networks Integrated, affordable ticketing • Complementary Travel Services The cost of travel is a critical factor in maintaining and growing public transport use. Competitive, The whole is greater than the sum of the parts, value-for-money fares are a pre-requisite for and integration measures will ensure that full sustained increases in public transport patronage connectivity is achieved through the overall across the Area, including the Travel to Work network. These measures are: Area. We will continue to work with local Integrated Branding/Network Identity commercial operators and neighbouring Local The implementation of the Network West Transport Authorities to ensure that fares represent Midlands (NWM) initiative by Centro and value for money to customers. We will also operators in 2006/7 has created a recognisable manage local concessionary travel for elderly single brand for the Area’s public transport system and disabled people, and promote WorkWise, and for parts of the Travel to Work Area. This whereby jobseekers can obtain travel advice and will be further developed, so that marketing of free public transport passes for interviews and for an ever-improving NWM creates a relationship the first three months of employment. with the population of the Metropolitan Area Smartcard technology brings huge potential akin to that which world cities residents have with benefits to integrated ticketing and is currently their public transport systems. It will also play a being introduced to the Area, initially with key role in rolling out the wider Smarter Travel concessionary passes, followed by rollout to fare Choices strategy. paying passengers. The goal is for occasional Information and regular public transport customers to be able Integrated information provision has improved to easily interchange between different modes dramatically through development and and services, without being unduly financially implementation of the NWM brand. The next penalised for having to use more than one service phase takes into account advances in electronic to meet their travel needs. This includes journeys information and mobile phone technology. to and from the wider Travel to Work Area. 62
High Quality Interchanges Taxis Interchanges between the rail and rapid transit Accessible taxis have a valuable integration role and bus networks are an important part of city to play, as first and last links in some journeys, and town centre improvements. A series of particularly related to long-distance rail stations small, on–street interchanges is also required to where suitable taxi ranks are a basic facility allow easy transfer between bus services at key requirement. There are also a social inclusion intersections, often in suburban district centres. issue where car ownership is low, and taxis Strengthening of coordinated timetabling between provide transport links that would otherwise be bus and rail services also promotes integration. difficult or not possible.
Park and Ride Priorities for Action: The role of Park and Ride is to encourage • Development of an Integrated Ticketing transport users to take public transport for a Strategy to maximise the opportunities significant part of their journey. We recognise arising from Smartcard that the car is essential for a portion of the • Programme of bus interchange population in order to start and finish their improvements journey – but it need not be necessary for the whole journey, especially if people want to access • Improving interchange facilities at Metro, central areas where congestion exists. Park and rail and bus stations to enhance access, Ride is attractive where it offers seamless journey including Rail Park and Ride provision and integration for the customer from their car onto expansion public transport. Whilst most Park and Ride in the Metropolitan Area is rail–based, there is also a role for bus park and ride facilities in some circumstances.
Park and Ride supports LTP Objectives such as modal transfer, reducing congestion and improving air quality.
Birmingham Curzon HS2 Masterplan – Masterplan for Growth (2015)
14 The opportunity
HS2 will transform links between Birmingham and key national and international locations. The City Centre will be at the heart of the HS2 network with the increased connectivity providing a catalyst for future growth and regeneration.
HS2 The benefits of HS2 to the City Centre are clear. For the potential Railways not only connect places - they connect people to jobs and to be maximised and for HS2 to succeed in delivering growth, businesses to markets efficiently and are an essential part of the this Masterplan identifies the 5 Big Moves needed as part of the wider transport network. Ensuring that the best infrastructure is in delivery of the station to transform Birmingham, reinforcing and place and the capacity available is central to continued economic extending the City as a destination and creating a wider economic growth and prosperity. HS2 will be a key strand in the national impact. transport network creating significant new rail capacity. As a key national infrastructure project HS2 will reshape the economic World class arrival geography of the UK. Birmingham Curzon station shall be of outstanding architectural For Phase 1 of HS2, London and Birmingham will be linked reducing quality, with an exemplary passenger experience and full integration journey times from 1 hour 24 minutes to 49 minutes. with its surroundings, establishing a strong sense of place both inside and outside of the station. Phase 2 of the scheme will connect Birmingham to other regional centres. Journey times will be halved between Birmingham and Leeds (from 1 hour 58 minutes to 57 minutes) and Birmingham and Metro extension Manchester (1 hour 28 minutes to 41 minutes). Long term plans An integrated Metro stop at New Canal Street will provide HS2 would see High Speed trains running to Newcastle, Glasgow and travellers with fast and efficient connections to the wider City HS2 DEPARTURES FROM Edinburgh. Centre, with additional stops transforming connections and BIRMINGHAM CURZON boosting the regeneration potential of Digbeth. Faster journey times are important, but capacity is the key DEPART DESTINATION PLATFORM ARRIVAL consideration - and HS2 will also facilitate the future scope for improvements to local and regional rail services on the existing Paternoster Place London Euston network. A wide, landscaped plaza that will transform pedestrian connections 07:03 via London Old Oak Common (07:45) 3 07:52 into Digbeth and create gateway development opportunities. Realising the potential HS2 will accelerate the growth potential of the City Centre with Station Square and Moor Street Leeds Birmingham Curzon station at the heart of the City Centre Core’s 07:08 via East Midlands Hub (07:27), 5 08:05 A new high quality pedestrian destination space fronting expansion into the Eastside Area of Transformation and the Digbeth Sheffield Meadowhall (07:46) Birmingham Curzon and surrounded by new development including creative quarter. a new pedestrian route through the Pavilions focussed on the The eastern fringe of the City Centre Core will be revitalised by the landmark Rotunda. Glasgow Central via Wigan North Western (07:55), arrival of Birmingham Curzon at Moor Street with opportunities for 07:15 Preston (08:08), Lancaster (08:25), 1 10:37 Penrith (09:04), Carlisle (09:20), repositioning the retail offer and expanding the City’s office district. Curzon Promenade and Curzon Square Lockerbie (09:42) In Eastside, the ongoing regeneration of the area will expand An extension of Eastside City Park, the Promenade will set Newcastle with well-designed mixed use developments to include office, Birmingham Curzon station in a landscaped, green setting with via East Midlands Hub (07:52), 07:33 Sheffield Meadowhall (08:11), 3 09:40 technology, learning, leisure and residential uses around the new cafes, shops and restaurants creating a vibrant edge to the station York (08:36), Darlington (09:04), Eastside City Park and canals. and the park. Durham (09:22) Digbeth is home to thriving creative and cultural enterprises with Curzon Square will be an extension of the park’s event space opportunities for a high quality, exciting and easily accessible providing a high quality setting for the Grade I Listed former Curzon 07:38 Manchester Piccadilly 4 08:19 environment that is integrated with the new station. Street Station and The Woodman public house (Grade II Listed).
birmingham curzon masterplan / the opportunity 15
PLAN 5 Birmingham Curzon Dartmouth Middleway The big moves
KEY
Masterplan boundary
Aston New development University block
Jennens Road The big moves Snow Hill Station Eastside 1 World class arrival: Birmingham Curzon 2 M 2 Metro extension route and stops 5 1 City Centre 4 3 Paternoster Place Core 3 4 Station Square and Moor Street Watery Lane Middleway Moor Street Station Digbeth New Street 5 Curzon Promenade Station and Curzon Square Bullring
Birmingham City High Street Football Club
Birmingham Smithfield
n NOT TO NORTH SCALE
the opportunity / birmingham curzon masterplan 35
PLAN 7 Arrival
BCU (BIAD)
Millennium Point
Eastside City Park
Jennens Road
Science Garden Curzon Street
Eastside Christopher City Park Wray
The Woodman PH Curzon Street Station HS2 Curzon Car Park Square
• Curzon Street station Hotel La Tour Eastside Concourse
The Eagle Curzon Metro and Tun PH Curzon Promenade Interchange KEY
New development block
Green space HS2 Station Square Viaduct Skypark Public space/square
Moor Street Queensway Shared surface Paternoster Place Active frontage
Improved pedestrian/ cycle connection KEY Listed building New development block Landmark building Green space Metro route/stop Viaduct Skypark Sprint bus route Public space/square Park and ride n SharedNOT TOsurface SCALE Taxi and service route NORTH Active frontage Taxi drop-off Improved pedestrian/ KEY cycle connection New parking
New development block Listed building Green wall
Green space Landmark building Canal
Viaduct Skypark Metro route/stop River Rea
Public space/square Sprint bus route New bridge
Shared surface Park and ride Access to HS2 station
Active frontage Taxi and service route Access to viaduct
Improved pedestrian/ Taxi drop-off New access to cycle connection Moor Street Station New parking Listed building HS2 Transformer Green wall Landmark building Canal Metro route/stop places for growth / birmingham curzon masterplan River Rea Sprint bus route New bridge Park and ride Access to HS2 station Taxi and service route Access to viaduct Taxi drop-off New access to New parking Moor Street Station
Green wall HS2 Transformer
Canal
River Rea
New bridge
Access to HS2 station
Access to viaduct
New access to Moor Street Station
HS2 Transformer 45
PLAN 8 Creative
Hotel La Tour HS2
BIRMINGHAM HS2 PROOF HOUSE
BANBURY WHARF
Moor Street
Station Watery Lane Middleway SHAWS Fazeley Street PASSAGE TYPHOO Bordesley StreetWHARF
FAZELEY AREA
BEORMA QUARTER
Floodgate Street
DUDDESTON VIADUCT SKYPARK
• Warwick Bar Digbeth
KEY
New development block
High Street Deritend Green space Viaduct Skypark
Public space/square
Shared surface
Active frontage
Improved pedestrian/ cycle connection KEY Coventry Road Listed building New development block Landmark building Green space Metro route/stop Viaduct Skypark Sprint bus route Public space/square Park and ride n SharedNOT TOsurface Taxi and service route NORTH SCALE Active frontage Taxi drop-off Improved pedestrian/ KEY cycle connection New parking
New development block Listed building Green wall
Green space Landmark building Canal
Viaduct Skypark Metro route/stop River Rea
Public space/square Sprint bus route New bridge
Shared surface Park and ride Access to HS2 station
Active frontage Taxi and service route Access to viaduct
Improved pedestrian/ Taxi drop-off New access to cycle connection Moor Street Station New parking Listed building HS2 Transformer Green wall Landmark building Canal Metro route/stop places for growth / birmingham curzon masterplan River Rea Sprint bus route New bridge Park and ride Access to HS2 station Taxi and service route Access to viaduct Taxi drop-off New access to New parking Moor Street Station
Green wall HS2 Transformer
Canal
River Rea
New bridge
Access to HS2 station
Access to viaduct
New access to Moor Street Station
HS2 Transformer 47
PLAN 9 Retail
Hotel La Tour
The route’s orientation would allow a gentle slope through the Curzon block and allow a re-formatted department store/retail and Promenade restaurant offer. New terraces could utilise the changes in ground level and connect into a remodelled section of the Bullring which would provide a greater presence to Moor Street. Any reconfiguration should seek to significantly improve the current route between Bullring and the rear of Waterstones which provides Station HS2 a very restricted, indirect route between Rotunda Square and Moor Square Street. Union Street Carrs Lane The early 20th Century facades of the Marks and Spencer building are of high architectural quality and should be retained in any future Moor Street Queensway Paternoster reconfiguration of the blocks. Any redevelopment must also be High Street Place sensitive to surrounding heritage assets. KEY
New development block
Green space One Station Moor Street Viaduct Skypark Station Ensuring a high quality and speed of interchange for rail passengers New Street Public space/square will be an essential part of maximising the benefits of HS2 and its Shared surface connections to existing rail stations and services. Active frontage Moor Street Improved pedestrian/ The opening of the transformed New Street Station in September Rotunda cycle connection KEY 2015 heralds a bright new era in rail passenger experience within Listed building New development block and around the station. The ‘One Station’ proposal seeks to extend Landmark building the high-quality environment of New Street Station by undertaking Green space Bullring Metro route/stop improvements to the public realm through to Moor Street Station Viaduct Skypark Sprint bus route and ultimately to Birmingham Curzon. Public space/square Park and ride n SharedNOT TOsurface The quickest and most direct route between the stations is via St SCALE Taxi and service route NORTH Active frontage Martins Queensway which runs underneath a bridge deck with Taxi drop-off Improved pedestrian/ the Bullring shopping centre above. The route was not originally KEY cycle connection New parking designed for pedestrian use but has become a busy pedestrian New development block Listed building Green wall walkway. With numbers of pedestrians projected to increase, Canal particularly with HS2, there is potential to transform the space Green space Landmark building under the bridge with lighting, cladding and public art in order Viaduct Skypark Metro route/stop River Rea to create an attractive and welcoming environment. In addition, Public space/square Sprint bus route New bridge improvements to pedestrian crossings outside the existing stations Shared surface Park and ride Access to HS2 station will help to improve accessibility. Active frontage Taxi and service route Access to viaduct
Improved pedestrian/ Taxi drop-off New access to cycle connection Moor Street Station New parking Listed building HS2 Transformer Green wall Landmark building Canal Metro route/stop places for growth / birmingham curzon masterplan River Rea Sprint bus route New bridge Park and ride Access to HS2 station Taxi and service route Access to viaduct Taxi drop-off New access to New parking Moor Street Station
Green wall HS2 Transformer
Canal
River Rea
New bridge
Access to HS2 station
Access to viaduct
New access to Moor Street Station
HS2 Transformer 49
PLAN 10 Business
Exchange Old Square Square
Priory Queensway
• Exchange Square mixed use development Martineau Square KEY
New development block
Green space
Viaduct Skypark
Public space/square
Shared surface Dale End Active frontage
Improved pedestrian/ cycle connection KEY Listed building New development block StationLandmark building HS2 Green space Moor Street Queensway SquareMetro route/stop High Street Viaduct Skypark Sprint bus route Public space/square Park and ride n SharedNOT TOsurface SCALE Taxi and service route NORTH Active frontage Taxi drop-off Improved pedestrian/ Paternoster KEY cycle connection New parking Place New development block Listed building Green wall
Green space Landmark building Canal
Viaduct Skypark Metro route/stop River Rea
Public space/square Sprint bus route New bridge
Shared surface Park and ride Access to HS2 station
Active frontage Taxi and service route Access to viaduct
Improved pedestrian/ Taxi drop-off New access to cycle connection Moor Street Station New parking Listed building HS2 Transformer Green wall Landmark building Canal Metro route/stop places for growth / birmingham curzon masterplan River Rea Sprint bus route New bridge Park and ride Access to HS2 station Taxi and service route Access to viaduct Taxi drop-off New access to New parking Moor Street Station
Green wall HS2 Transformer
Canal
River Rea
New bridge
Access to HS2 station
Access to viaduct
New access to Moor Street Station
HS2 Transformer 53
PLAN 11 Visit
Jennens Road
Cardigan Street
Birmingham Conservatoire Multi-storey Car Park
BCU (BIAD) BCU • Millennium Point
Millennium Point KEY Eastside Curzon Street City Park New development block
Science Green space Garden Viaduct Skypark HS2 Viaduct Public space/square
The Shared surface Woodman Curzon Street PH Station Active frontage Curzon Square HS2 Improved pedestrian/ Car Park cycle connection KEY Listed building Curzon New developmentHS2 block Promenade Landmark building Green space Metro route/stop HS2 ViaductThe Eagle Skypark and Tun Sprint bus route PublicPH space/square Park and ride n SharedNOT TOsurface SCALE Taxi and service route NORTH Active frontage Taxi drop-off Improved pedestrian/ KEY cycle connection New parking
New development block Listed building Green wall
Green space Landmark building Canal
Viaduct Skypark Metro route/stop River Rea
Public space/square Sprint bus route New bridge
Shared surface Park and ride Access to HS2 station
Active frontage Taxi and service route Access to viaduct
Improved pedestrian/ Taxi drop-off New access to cycle connection Moor Street Station New parking Listed building HS2 Transformer Green wall Landmark building Canal Metro route/stop River Rea places for growth / birmingham curzon masterplan Sprint bus route New bridge Park and ride Access to HS2 station Taxi and service route Access to viaduct Taxi drop-off New access to New parking Moor Street Station
Green wall HS2 Transformer
Canal
River Rea
New bridge
Access to HS2 station
Access to viaduct
New access to Moor Street Station
HS2 Transformer 61
PLAN 13 Bir mingham Curzon Connectivity
KEY
Masterplan boundary Aston University
HS2 line and station
New development Snow Hill Station block
Walking times
Rail lines
Metro extension Paradise route Circus
Duddeston Viaduct Moor Street Skypark - potential Station New Street greenway Station
Viaduct Skypark extension 5 minutes
8 minutes Birmingham City Canal Football Club
River Rea
n NOT TO NORTH SCALE
connectivity / birmingham curzon masterplan 62
Birmingham Curzon station • Proposed Metro route at Eastside 4 The new international station will become a significant generator of activity with passengers arriving and departing by a range of transport modes. The proposed functionality of the station itself is the starting point for the Transport Strategy that will support the demands of the station.
This Masterplan supports HS2 Ltd’s proposals for the station to have two principal public entrances; at the west end of the station on Moor Street Queensway serving the City Centre Core, and at the east end on New Canal Street serving Eastside and Digbeth. The entrances will provide pedestrian links into the surrounding area and to a range of other transport modes including, New Street and Moor Street railway stations, Midland Metro, long-distance coaches and local bus services.
Vehicular access to Birmingham Curzon will be provided through dedicated facilities below the HS2 viaduct accessed off Curzon Street; this area will be for pick-up and drop-off by taxi or car, with limited car parking (long stay for station staff, and short • View from Pickford Street looking towards Typhoo Wharf stay for rail users). A pick-up facility for taxis at the Moor Street Queensway entrance will be provided on Park Street, accessed via the Paternoster Place connection. There would also be a dedicated pick-up and drop-off point for international rail services on a new taxi only access link between New Canal Street and Park Street.
The HS2 viaduct and station will necessitate alterations to existing highways within the Masterplan area, including; closures of B4114 Park Street from Masshouse Lane to Bordesley Street, Fazeley Street west of New Canal Street, Bartholomew Street and Banbury Street. Other highway impacts include; provision of new access to Proof House Junction and upgraded highway capacity at Curzon Street/Cardigan Street Junction and Curzon Circle and Garrison Circle.
New Canal Street will be altered to accommodate the planned Metro route to run underneath the HS2 station and create a high quality, pedestrian focussed environment.
birmingham curzon masterplan / connectivity 63
connectivity / birmingham curzon masterplan 66
Public transport In parallel with SPRINT, conventional buses (City Link) have the Rail ability to plug the gaps between Metro and SPRINT routes as The Masterplan area has the potential to be better connected to The West Midlands Rail Vision emphasises there is a need to bus services are able to quickly respond to changing patterns develop the region’s rail network so that it effectively supports existing transport hubs, opportunities for development and existing of demand. This will build upon successful partnership working communities. sustainable economic development. The Curzon Masterplan has a through the City Centre Strategic Quality Bus Partnership with key role in this; there will be a significant demand for movement by Centro and bus operators. Proposals within the Masterplan seek to further enhance the overall rail as a direct result of the Masterplan’s regeneration proposals. attractiveness of public transport, improving walking/cycling routes This will maximise the ability to serve the Masterplan area by bus to interchanges as well as creating additional priority with general Network Rail’s Long Term Planning Process, and local work to take and SPRINT, including the provision of a public transport spine forward a devolved passenger rail franchise for the West Midlands, traffic removed from key areas. Plan 15 provides an outline of the through the Masterplan area. proposed public transport network. will consider how rail capacity will be arranged in the future to accommodate the additional demand generated by the Masterplan Key interventions include: The One Station proposals seek to provide a high quality, efficient and wider growth. and seamless connection between Birmingham Curzon, Moor • Bus spine to include Fazeley Street, Liverpool Street and Adderley Street and New Street Stations. In addition, improvements to Street and a south west-north east corridor along Heath Mill Lane Birmingham Connected proposes additional rail capacity into public spaces on Moor Street Queensway and new links to the City and Great Barr Street. This route to be used as the first phase of a Central Birmingham, to enable new local rail services on the Centre retail core will provide high quality links between key public SPRINT route. Camp Hill, Tamworth and potentially Sutton Park Lines, to increase transport interchanges at Birmingham Curzon, Moor Street, and • Bus stop facilities at key locations, provision of real time commuter services into the centre, along with frequency improved New Street. information and bus priority measures at key junctions where to Bromsgrove, further electrification, and better connectivity to/ appropriate. from the East Midlands. Metro • Passenger waiting facilities will be improved across the proposed The One Station Proposal will provide a world class link and public Centro, supported by the City Council, has announced its preferred public transport network and will be seamlessly integrated. This realm between New Street, Moor Street and Curzon Street Stations. Metro route through the Masterplan area. This route will improve will include the development of high quality Sprint and bus hubs. public transport connections across the City Centre and will provide a connection to the proposed HS2 Station. The proposed extension • Metro at Adderley Street will include a bus interchange located close to the proposed HS2 station near Hotel La Tour. An essential requirement for Metro and HS2 is the full integration of a Metro stop on New Canal Street to provide fast connections for passengers.
A key principle of the transport strategy will be to provide safe, attractive, direct and convenient routes to the proposed Metro stops.
Plans to take the Metro into East Birmingham and North Solihull will transform access for these communities to HS2 stations at Curzon and Interchange at the Airport.
Bus The Birmingham Connected strategy advocates that SPRINT (bus rapid transit) will be the primary travel mode for Birmingham over the next 20 years and will be implemented on a number of corridors in the city. SPRINT will mainly be run on the high capacity links; within the Masterplan area, to include Moor Street Queensway, Jennens Road and High Street Deritend.
birmingham curzon masterplan / connectivity 67
PLAN 15 Bir mingham Curzon Public Transport
KEY
Masterplan boundary Aston University HS2 line and station
Snow Hill New development Station block
M Metro extension/stop
‘Sprint’/bus route
Taxi/service route Paradise Circus P Parking (station staff and short stay only) Moor Street Station
T Taxi pick-up/drop-off New Street Station
Canal
River Rea Birmingham City Football Club Digbeth Coach Station
n NOT TO NORTH SCALE
connectivity / birmingham curzon masterplan
Big City Plan – City Centre Masterplan (2011)
10 City Centre Masterplan
We want to transform the city centre by growing its central core by 25%, improving its connectivity, strengthening its authentic character and diversifying its economic base.
What the masterplan does This ambitious agenda will be guided by Spatial Strategy a set of objectives and a spatial strategy The masterplan sets out our vision for how which underpin the masterplan and set the To achieve our ambition for the city centre we will improve the city centre over the context for our proposals. we will need to allow the City Core to next 20 years. It: grow to accommodate greater levels of Objectives economic and cultural activity. • Identiies our priorities as those areas that will grow the City Core by 25%, We have set six broad objectives which will The City Core will be allowed to expand delivering space for over 1.5 million guide the transformation of the city centre. beyond its current boundaries as shown square metres of new loorspace, over in ‘yellow’ on the diagram on page 11. In 50,000 new jobs and contributing £2.1 Liveable city - provides a high quality of delivering this growth we will support and billion to the economy each year. living, creating places for people that offer strengthen the distinctive character of the areas surrounding the City Core improving • Identiies key projects to deliver a diverse mix of activities and spaces within connections and raising their overall over 65,000 square metres of new an accessible, safe, resilient and attractive quality and offer. and improved public spaces and 28 environment. kilometres of enhanced walking and Covering a combined area of 800 hectares, cycling routes. Connected city - is safe and convenient for pedestrians and cyclists to move the 7 quarters collectively represent the • Sets out a movement framework around and has an effective and attractive strength of the city centre but are also transforming connectivity. public transport system with an eficient a signiicantly underutilised asset that highway network. presents immense potential. • Identiies how we will grow the city centre population by providing new Authentic city - offers a unique and Each of the quarters has unique qualities housing, including over 5,000 new diverse experience through its architecture, which contribute towards the authenticity, homes in the areas of transformation to its streets and spaces, its arts and culture, diversity and vibrancy of the city centre. attract more families to live in the city its businesses and its neighbourhoods. These areas are largely based on historic centre. clusters of related uses and existing Knowledge city - utilises and supports physical boundaries. • Explores the evolution of land uses and its universities, colleges, businesses and activities, locations for tall buildings and people to create a strong and sustainable By allowing the City Core to grow, and the role of heritage. economy. in supporting the distinctive activities • Sets out visionary proposals for each of and environments of the quarters we the city centre quarters. Creative city - values and supports will facilitate the city centre to change creativity and industry in all its forms. and adapt to meet future needs and to • Fully integrates both sustainable support Birmingham’s ability to succeed development and addressing the Smart city - responds to the challenge economically. impact of climate change as part of the of climate change through sustainable future transformation of the city centre. growth, pioneering the low carbon future.
big city plan / city centre masterplan Westside New Street Station 12 The redevelopment of Paradise Circus, Opening in 2015 the redeveloped station Areas of Baskerville Wharf and Arena Central will transform the arrival experience and provides signiicant new mixed-use ofice create new links within the city centre. It transformation led loorspace. Centenary Square, to be will act as a catalyst for wider regeneration. expanded across Broad Street, the new The introduction of a new southern Five areas of transformation will deliver Library of Birmingham and the enhanced entrance will open up the area around over 1.5 million square metres of new setting of the Town Hall and Council John Bright Street to improvement, with House will provide key focal points for the opportunities for selective redevelopment development, investing in new high area. for further variety of uses. quality buildings and public spaces, enhancing the city’s environment and connectivity.
The masterplan focuses on continuing the process of transforming our city centre by extending and connecting the City Core beyond its existing boundaries while diversifying activity and supporting economic growth.
To achieve this expansion ive areas of transformation have been identiied which create new distinctive places within the city centre. These ive areas will be our priority.
city centre masterplan / areas of transformation Snow Hill District Eastside Southern Gateway The eastern expansion of the central ofice The expansion of the City Core eastwards Expanding the City Core southwards, the 13 core incorporating key developments will see opportunities for mixed-use redevelopment of the Wholesale Markets around Snow Hill Station will generate development, including ofice, residential, site will provide an opportunity for creating major opportunities for mixed-use ofice learning and leisure space. Acting as a new destination for Birmingham. led loorspace. Enhanced pedestrian the main focus, the Eastside City Park Extending the retail offer at its northern linkages across Great Charles Street will will deliver a linear route through the end graduating through niche retail, improve the transition from the City Core area joining a series of new squares improved markets, food and leisure space into the Jewellery Quarter. and development opportunities. Future to new residential neighbourhoods with proposals for the new High Speed 2 rail a wider opportunity to stimulate the terminus will provide a signiicant catalyst regeneration of Highgate. The centre for regeneration. piece for the area will be ‘Moat Square’; a new public space.
bigcityplan.org.uk ST GEORGE Eastside AND ST CHAD 45
JEWELLERY QUARTER Eastside is a central focus for regeneration activity in the city centre that has EASTSIDE brought about the removal of the ‘concrete collar’ at Masshouse and the CITY emergence of the area as a location for knowledge, skills and innovation. It has CORE WESTSIDE AND both great potential for accommodating the expansion of City Core uses through LADYWOOD DIGBETH major mixed-use development alongside the established science, technology and learning activities. The proposals for high speed rail will bring both major SOUTHSIDE AND opportunities and challenges for the future of the quarter. HIGHGATE
About the quarter
• Home to a number of educational Eastside consists of three distinct character The spread of City Core uses has institutions including Birmingham areas. The area north of Jennens Road, seen development activity around the Metropolitan College, Ormiston known as The Aston Triangle, consists Masshouse area that is more relective in Academy, the 40 acre Aston University of the Aston University campus with scale and character to buildings within the campus with its 9,500 students and the Birmingham Science Park Aston. The area City Core. proposed Birmingham City University is dominated by large individual buildings campus bringing an additional 5,000 dating from the 1960s - 1980s set within The vision students. open spaces. • An estimated one million people a The overall vision for Eastside is to This pattern of development is year visit Millennium Point - England’s maximise its unique and extensive complemented by the more recently largest millennium project outside of development potential to create a completed structures around Jennens London. quarter supporting the best in learning, Road including the distinctive Millennium technology and science with opportunities • Alongside modern developments sit a Point building. From here down to the for expanding the City Core with new number of historical buildings including Victorian viaducts and east of Millennium commercial, residential, leisure and the ine Grade I Listed Curzon Street Point much of the land is cleared, but entertainment uses. Responding to the Station - the original terminus for the interspersed with historical buildings proposals for high speed rail will transform Birmingham to London rail line. including Curzon Street Station. Some of Eastside into a key arrival destination, the historic Victorian street pattern remains • Occupying a 22 acre campus, unlocking development opportunities and and with the Digbeth Branch Canal, which Birmingham Science Park Aston is a linking the area into the City Core. runs along the eastern side of the quarter, focus for innovation-led knowledge the area retains links to its industrial based businesses. heritage.
On the doorstep of the City Core, Eastside offers major redevelopment opportunities and an established learning and technology focus.
bigcityplan.org.uk Big ideas Connected city KEY 46 On the doorstep of the City Core, Improved pedestrian connections, both Moor Street and Eastside rail stations Eastside offers major redevelopment into the quarter and in forming the links Access to rail stations opportunities and an established learning between activities and open spaces, will Curzon Street Station and technology focus. The area has be vital in attracting visitors, customers, all the attributes to drive forward our residents and further investment. Birmingham Science Park Aston ambitions for Birmingham as a place of Existing block structure fantastic connections and a driver of the The area of transformation south of knowledge economy. The role of the Jennens Road will create new local Blocks within Eastside major transformation area Birmingham Science Park Aston and the walking routes and spaces bringing direct educational establishments will be central and convenient links between Eastside, High speed rail viaduct in creating a hub for research, learning and the City Core and Digbeth. The detail Blocks forming part of other technological advances. The heart for the of these links is set out in the Area of major developments city’s digital revolution will be Eastside. We Transformation section (page 49). It will Rail viaducts will address a number of key issues so we be vital that the network of local walking can realise the full potential for Eastside. routes is extended north beyond Jennens Existing open spaces Road to connect the whole quarter. We will New open spaces • The huge opportunities that the support improvements to the pedestrian proposals for high speed rail will bring. environment along these routes and seek Primary walking routes to prioritise their role. Local walking routes • Quality of the connections with the City Core and Digbeth. Major roads Enhancements to the canal corridor as Major road interventions and • The strength and position of the a walking/cycling route will be central to improved pedestrian crossing education establishments in delivering encouraging movement within the quarter Canal learning and research. and between the different parts of the Open spaces city centre. Improving connections to and • How the area can become a leading NEW - Station Square beyond the Ring Road will be important. 1 driver in technology, science and digital 2 NEW - Eastside City Park connectivity. 3 NEW - Curzon Square 4 NEW - Masshouse public realm URBAN STRUCTURE URBAN STRUCTURE URBAN STRUCTURE URBAN STRUCTURE 5 Millennium Point public realm atat present present inin 20 20 yearsyears 6 NEW - Pound Square 7 Lakeside 8 Aston University open space BIRMINGHAM SCIENCE BIRMINGHAM SCIENCE PARK ASTON PARK ASTON 9 NEW - Corporation Street open space 10 NEW - Lancaster Circus open space
LEARNING QUARTER Quarter boundaries
LEARNING Key characteristic areas with QUARTER signiicant boundaries Pedestrian connections
Rail line
Proposed HS2 line
Major highways barriers
Central nodes
the quarters / eastside 47
DARTMOUTH MIDDLEWAY
T E E
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8 10 LAWLEY MIDDLEWAY
9
7 5 6
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STREET QUEENS
MOOR
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Eastside masterplan
bigcityplan.org.uk Knowledge city As part of the development proposals Undergoing a period of transformation 48 within this area the new Engineering Aston University will provide a new and In today’s increasingly knowledge based Academy will create a new focus improved campus, becoming a centre society, economic success will be derived on engineering and manufacturing for excellence in learning, research from the exploitation of the knowledge, emphasising business enterprise and and community engagement. Future skills and innovation potential of the city. developing the skills necessary for development will focus on delivering Birmingham Science Park Aston will Birmingham to capitalise on opportunities improved facilities, enhanced spaces and be a key component in driving the city’s in engineering. It will enable a new improved links. knowledge economy. generation of innovative and talented engineers. Birmingham Metropolitan College and The Science Park will act as a hub Ormiston Academy provide further focus promoting enterprise and innovation Eastside’s role in the knowledge economy for learning and research. The planned by bringing together people with is boosted by the concentration of Birmingham City University Campus will ideas and technologies, people with educational establishments in the area. provide 35,000 to 45,000 square meters of expertise and experience and people Based around the activity at Aston accommodation acting as the new home with funds to invest. Located close to University, Birmingham Metropolitan for media, arts and engineering learning. the City Core the Science Park is easily College, the new campus for Birmingham accessible and aspirations for remodelled City University, Millennium Point and accommodation will be supported. A new Ormiston Academy is where the creation Innovation Village will enhance this facility of a learning/knowledge quarter will be with additional work space and high tech achieved. infrastructure.
Eastside aerial view
the quarters / eastside Smart city Area of transformation 49 Digital technology will be central to the Eastside future knowledge economy allowing links to be created which are not deined by Eastside has long been seen as an area in geography. Such technology will connect which to expand the City Core, delivering people around the world instantly. major change through mixed-use Birmingham Science Park Aston has the developments in the area south of Jennens potential to create a ‘digital port’ for Road. Birmingham at the heart of the Digital District. The city’s digital capabilities will ensure connectivity without boundaries, reducing the need to travel and contributing to reducing carbon emissions.
Main roads
Street level crossing enhancement
L Secondary roads A W
L E Y Metro line with extension M ID D L Primary walking routes E Main roads W A LocalStreet level walking crossing enhancementroutes Y
Secondary roads J
Canal A Metro line with extension M
T E
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BuildingPrimary walking blocks routes E R W T Local walking routes S A T Building blocks within Eastside C N T A Canal O Transformation Area I Q R D T U Building blocks A I R E G E A O N Building blocks within Eastside N Key city landmarks P R S Transformation Area W D S O A T C A R Y O E Key city landmarks R E S T Location for new open spaces N E Location for new open spaces N N JE
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MAS SHO USE LANE
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Eastside transformation area masterplan
bigcityplan.org.uk With the proposals for high speed • Connectivity Eastside City Park will create a key focal 50 rail the focus on Eastside as an area Integrating this area into the wider city point for the area providing a catalyst of transformation has been further centre will be an important aspect for its for regeneration. The park will create a strengthened and its position as a major future transformation. Strong attractive pleasant and walkable route connecting arrival destination is now at the fore. The walkable routes will be created within the the different elements of Eastside to the area bounded by Jennens Road, Moor area allowing easy circulation for people City Core and eastwards to beyond the Street Queensway, Lawley Middleway accessing the station and beyond. Middleway. The delivery of the Eastside and the viaduct has great opportunity to City Park will be a priority. deliver both a new terminus station for The viaduct arches will create a distinctive High Speed 2 route with opportunities for environment, enhanced with lighting, The new Station Square will provide a focal landmark developments and attractive and space for temporary uses to provide point for those arriving from the station, spaces. attractive connections into Digbeth. dispersing people onto walkable routes.
Our approach to the future of this area sets From the station concourse a series of Street furniture and distinctive lighting of out a clear framework to guide change, new access routes through and out into places and buildings will provide visual which will ensure that the city centre Eastside, Digbeth and out to Moor Street interest, enhance safety and create a sense capitalises upon the opportunities that Queensway for the City Core. of place. this major investment in infrastructure will bring. This approach will be • Public Realm • Growth lexible, relecting uncertainties over New public spaces will be created to Core uses including ofice, leisure and eventual delivery of High Speed 2 line. provide focal points and key nodes to residential are likely to expand as a Transformation of this part of Eastside will generate meeting places and guide result of the High Speed 2 terminus and be planned for the short, medium and people through the quarter to their improved connections to New Street long term and come forward in a number destination. Station. of elements linked together.
Indicative option for transformation area - Eastside
the quarters / eastside Mixed-use blocks will create a vibrant 24/7 • Heritage feel to the area with visitor attractions, The area still retains some distinct 51 employment opportunities, leisure and city character and a number of attractive living accommodation. buildings and features. New developments will take a sensitive and responsive The proposed Enhancing the new spaces and walking approach to incorporating such assets routes with active ground loor uses will be through reuse and retention in the context High Speed 2 set encouraged. Activity should spill out onto of delivering wider beneits for the area. the streets to create a lively and interactive to deliver journey atmosphere. Curzon Street Station will become the focal point, acting as one of the key accesses for times of 49 • Massing the High Speed 2 terminus but as a feature Expanding City Core uses into the area will in its own right relecting its historical minutes between see opportunities for a range of building importance and architectural quality. It heights from 6 to 10 storeys rising to 16 will be set within a new hard-landscaped Birmingham and storeys to mark key views. square. Around the new squares blocks and London could be The rail arches and other distinct industrial buildings should be of a human scale, well features, including the canal environment, articulated and visually diverse to relect worth £1.5 billion will play an important role in guiding an the mix of use and intimate character. authentic environment complementing the a year to the A range of new buildings fronting the modern structures. Eastside City Park will form an integral West Midlands part of the new terminus building and be of a scale and height in keeping with the economy. station.
The new City Park (Eastside)
bigcityplan.org.uk ST GEORGE Digbeth AND ST CHAD 53
JEWELLERY QUARTER From the earliest beginnings as part of the city’s industrial development, the EASTSIDE Digbeth area has evolved to meet changes, constantly reinventing itself and CITY adapting the built environment to meet the needs of new uses. Today although CORE WESTSIDE AND the majority of the factories have gone and the canal is no longer carrying cargoes LADYWOOD DIGBETH it still has a certain creative buzz about it.
SOUTHSIDE AND HIGHGATE About the quarter
• The Custard Factory is home to a developments of the 21st century. The The Gun Barrel Proof House (built 1813), dynamic community of 500 artists and important heritage is protected in two set slightly apart on Banbury Street, is small creative enterprises based within conservation areas: Warwick Bar and the sole example of an early 19th century the 5 acre complex of riverside factories Digbeth, Deritend, Bordesley High works and remains in its original use. There built 100 years ago by Sir Alfred Bird. Streets. are very few surviving domestic properties in the area. • The Grand Union Canal, Digbeth Sandwiched between, and running in the Branch Canal and River Rea low blocks along, the railway viaducts are the The Old Crown public house on Deritend through the area. historical core of Digbeth, characterised High Street, built in the late 15th century, • Home to the Irish Quarter, a focus for by a range of warehouse complexes and provides one of the earliest remaining related cultural and entertainment purpose-built works dating from the mid buildings in the city. activities centred around Bradford 19th to the mid 20th century. Street and Digbeth High Street Much of the historic environment Deritend. Within this core area the streetscape is is protected by conservation area • The area has been at the heart wholly derived from the area’s industrial designations which aim to preserve and of Birmingham’s history from the past as a warehouse and industrial quarter. enhance the character and appearance of earliest known settlement to the Street blocks are compact and composed the heritage assets. industrial revolution and planned of building plots which vary in shape and size. Running through and across the area, the canal and railway structures provide examples of late 18th and 19th century transport engineering. These structures add to the hard industrial appearance created by the traditional building types with the viaducts dominating the area.
Beyond this core area more modern industrial premises exist along the Middleway and parts of Digbeth High Street. The High Street also acts as the key spine running through the quarter from the Middleway into the City Core.
View towards Eastside Station from Fazeley Street
bigcityplan.org.uk The masterplan vision • Responding to the opportunities and KEY 54 challenges that the proposal for High Moor Street and Eastside rail stations 1 The ambition for the area is to use its Speed 2 in neighbouring Eastside will 1 Access to rail stations 2 historic roots as a foundation for growing bring. Birmingham Coach Station its established creative businesses and 1 12 3 3 developing a vibrant urban community Connected city 2 2 Existing block structure 4 with entertainment, living and cultural 3 34 5 Proposed high speed rail viaduct opportunities. By embracing the existing 4 45 6 Improved pedestrian connections both Blocks within Southern Gateway major building fabric and delivering a high into the quarter and between activities 5 56 transformation area 7 quality, exciting, and safe public realm and open spaces will be vital in attracting 6 67 Blocks forming part of other 8 major developments Digbeth will become a lourishing creative visitors, customers, residents and further 7 78 9 and cultural hub for the city. investment. Rail viaducts 8 89 10 9 910 Existing open spaces Big ideas The High Street (including Digeth New open spaces High Street Deritend and High Street 10 10 In Digbeth the fundamentals are all Bordesley) currently acts as a major block Canals and River Rea space interventions there to create a thriving, active and to movement in and through the quarter. Primary walking routes authentic part of the city centre. With We will support the remodelling of this some enhancements to the physical Local walking routes road to reduce car dominance, introducing Canal infrastructure of the area, the potential an improved pedestrian environment and River Rea can be truly fulilled. To facilitate the create space for activity along its length. renaissance we will address a number of Open spaces key issue, including: Action to rationalise the gyratory at the 1 NEW - St Martin’s and Moat Square • Providing safe and convenient top end of the High Street, at the Bullring, 2 NEW - Station Square connections into and through the will be central to drawing people across 3 NEW - Beorma public realm quarter. from the City Core into the area. The 4 NEW - Connaught Square transformation of the Wholesale Markets 5 Custard Factory public realm • Supporting its gritty and authentic will play a key role in the redesign. Links 6 NEW - Digbeth viaduct park character. will be signiicantly enhanced between 7 NEW - Typhoo Factory Basin • Balancing the needs of local Digbeth, the City Core and Southside. 8 NEW - Warwick Bar public realm businesses, residents, cultural and 9 NEW - other key opportunities for creative activities. open spaces 10 NEW - Curzon Square URBANURBAN STRUCTURESTRUCTURE URBANURBAN STRUCTURE STRUCTURE atat present present in 20in 20 years years
Quarter boundaries Key characteristic areas with signiicant boundaries Pedestrian connections
Major highway barriers
River Rea
Canals
Central nodes
the quarters / digbeth 55
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B 9 9 O R 1 D E DIG S BE 9 L TH E Y 9 FLOODGATE ST 5 M
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Digbeth masterplan
bigcityplan.org.uk The High Street will become a primary The link from Digbeth into Eastside is buildings and plots along their length. The 56 walking route from which a network of also supported by New Canal Street focus will be on enhancing lighting and local walking routes, will run north-south - Meriden Street forming a useful access to the canal frontage creating a and east-west. Along these routes a north-south link. In particular this route lively and safe atmosphere that is attractive series of pocket parks and larger open will play a key role in connecting the for pedestrians and cyclists. spaces will be created. Street furniture and redevelopment at Eastside and the High distinctive lighting of places and buildings Speed 2 terminus to Southside and the At Typhoo Basin an attractive mixed-use will provide visual interest, enhance safety Southern Gateway. The design principles development opportunity around a central and create a sense of place. for this street follow those for the other water feature will become a key focal point local walking routes with a focus on shifting and see the conversion of the existing The network of local walking routes the balance from vehicular movement to complex of buildings. Extending out onto includes Bradford Street and Fazeley pedestrians, while still acknowledging the the canal network further opportunities will Street linking east-west, New Canal importance in the wider road network. be supported along the canal corridor for Street running north into Eastside, mixed-use developments incorporating Meriden Street linking south toward Floodgate Street is a particularly live/work units at Warwick Bar. Southside; and Floodgate Street running distinctive route due to its straightness, south. meaning there are long views along the The opportunity presented by the proposal entire length of the road. Passing under for High Speed 2 and the new station on Bradford Street performs a central the railway viaduct provides a signiicant the northern edge of the quarter offers role in linking the City Core and Irish landmark on this route, reinforcing the great potential to connect Digbeth to the Quarter. Public realm improvements industrial character of this area. Our City Core and bring a renewed focus to along its length are set to enhance the approach will be to support improvements the north of the quarter for a mix of uses. attractiveness of this street. so that the distinct character along this The shared concourse with the southern road is enhanced. station entrance, accompanied by a public Fazeley Street performs an important square, will be a key arrival destination into role as an east-west route connecting The canal corridor will also form part of this Digbeth. westwards to Eastside and eastwards to network of routes acting as an ideal means Liverpool Street and Adderley Street and to aid pedestrian movement. The traditional building types and onto the Ring Road. It has a strategic strong street grid patterns are vital to role which will be reinforced through The River Rea and the canals will be local distinctiveness and sense of place. improvements to lighting, materials and opened up further as part of the re- Such assets will be used to create strong spaces. use, development and/or conversion of character for new developments. Keeping the mix of small properties and larger industrial buildings will be important allowing experimentation in space and place.
We will support the utilisation of these assets to form an inspirational and truly authentic place that offers an alternative to other areas in the city centre.
We aspire to create an elevated linear park along the disused viaduct, running broadly from Upper Trinity Street to Montague Street. This will provide an exciting ‘viapark’ consisting of high quality public space combining planting, paving and events areas. The Cattle Station is Typhoo Basin public realm proposal
the quarters / digbeth 57
Public realm at Digbeth viaduct the point at which some signiicant and Creative city diverse area, the workshops, bars, clubs, underused plots of land can be found, and venues, businesses and residents will need a spot where the canal is quite close by. The Custard Factory will be the focal to come together in inventive ways to point for this creative quarter with Fazeley support a dynamic community. In combination with the buildings, streets Studios and other areas around the canal and spaces, the range of entertainment, acting as locations for creative activities. Future residential provision will need to creative and cultural activities within the Space for new studios and supporting relect the character of the area, adapting quarter will continue to play a vital role. facilities and services will be part of to the existing building stock and creating a thriving quarter. The re-use environment. Live/work units and student The Irish Quarter has existed for some of buildings will be vital to the growing accommodation will be an important 50 years, mainly around St Anne’s Church creative activity in the area and improved element in future housing development. and community club. While much of pedestrian connections will have a central The creation of an ‘urban village’ will bring the community has now dispersed, the role in making the quarter more attractive greater life and activity to the area and it area contains a wealth of Irish-based to visit. will be important that this is supported by businesses, independent Irish bars, The vibrant facilities. Irish Club and related organisations. The Throughout the area mixed-use contribution these activities make to developments will be supported where Smart city the and thriving nature of the area will they support the aspiration for the area continue to be supported. as a creative cultural entertainment hub. Digital technology will become a central Developments along the canal corridor part of the focus on creative industries. As the area becomes more successful the will be supported where they achieve Such technology will help to connect pressure will grow for new higher value the interaction and accessibility to people instantly and without boundaries. uses to come into the area. We will need the canal and retain the character and The close links with Eastside are pivotal to manage this pressure to ensure that the distinctiveness of the area. in the expansion of this technology, with fundamental character and experience of Digbeth forming part of the Digital District. the area is not lost. The retention, re-use We want more people to live in the and conversion of buildings is key. Digbeth area but they will have to embrace The city’s digital capabilities will ensure urban living and all that this means. We connectivity without need to travel, so know there is potential conlict between supporting the reduction of carbon different activities but in order to attract emissions. more activity and create a thriving and
bigcityplan.org.uk
Greater Birmingham & Solihull Local Enterprise Partnership Economic Plan (2014)
Greater Birmingham & Solihull Strategic economic plan
Game-Changer 1: Growth Hub Opportunity (sEE aPPENDIX J)
Opportunity! The Growth Hub will provide a single front door through which businesses can access a world class business support ecosystem to help them to meet their ambitions and to deliver business growth and new jobs. It will include four new delivery programmes:!
! A cross-LEP Advanced Manufacturing & Engineering (AME) Growth Hub in early 2014, with Black Country and Coventry & Warwickshire LEPs and possibly with Stoke-on-Trent & Staffordshire LEP, to provide dedicated support for this growing supply chain to help to develop and improve the competitiveness and growth of businesses !
! An Advanced Manufacturing Recruitment & Training Agency which will deliver end to end business solutions to meet local supply chain skill needs by connecting a number of discrete but associated activities!
! A new support programme for mid-sized businesses (over 250 staff) that is targeted at the specific needs of this type of business, many of which have high growth potential !
! A new engagement programme with larger businesses to establish and develop strategic relationships with them to help address various issues (such as vulnerability in supply chains and skill shortages) which would help to safeguard existing jobs and possibly help them to create new job opportunities !
Offer! ! 15,000 businesses p.a. accessing information and tools (of which 5,000 in the AME sector) !
! 20% more take up of national schemes (e.g. Growth Accelerator)!
! 500 advanced manufacturing businesses to double their growth over four years. !
! 200 AME companies becoming new exporters ! ! 250 AME companies introducing new products and processes !
! 600 additional apprenticeships, 600 additional traineeships over three years!
Ask ! ! Revenue funding to support the Growth Hub and its programmes, to be used alongside ESIF and public/ private sector match.!
! Growth Hub - £0.4m for one year only !
! Cross- LEP AME; Mid-Sized and Large Businesses - £3m total for 2014-20! ! AME Recruitment and Training Centre - £2.8m in total for three years !
30 GBSLEP Ι Programme 1: Growing Business Greater Birmingham & Solihull Strategic economic plan
Game-Changer 2: BIRMINGHAM CURZON (sEE aPPENDIX J)
Opportunity! The new city centre HS2 station will place the city at the heart of the national high speed rail network. It will have a transformational impact, unlocking significant regeneration and development potential across the city, bringing new economic activity, investment and jobs. When combined with the opportunities that can be delivered at the Interchange Station, the outcomes for Greater Birmingham are even more significant.!
Building on the strategic vision of the Big City Plan, the City Council has launched the Birmingham Curzon HS2 Masterplan which identifies the potential of HS2 and its regenerative impact on the area around the station. Covering 141 ha of the city centre extending across Eastside, Digbeth and the eastern fringe of the city centre core, with the HS2 terminus station at the centre, the Masterplan seeks to maximise the regeneration opportunities of the area which will include: 14,000 (net) private sector jobs; 600,000 sq.m of additional employment floorspace; 2,000 new homes; and an uplift to the economy of £1.3bn p.a. ! Our offer! We will contribute to the delivery of a truly world class station, accessible via an extended Metro, and enjoying improved public realm and world-class connectivity. We will ensure that the plans are aligned with the Interchange Station so that the benefits are maximised.!
We will complete the Infrastructure and Baseline Study for Birmingham Curzon by August 2014; the Development and Funding Study by October 2014; and the Full Business Case by December 2014. We will establish a delivery vehicle to facilitate wider regeneration by the end of 2014.!
HS2 will provide a catalyst for other major regeneration plans with the largest site being the Southern Gateway which sits adjacent to Birmingham Curzon area. We are in the process of unlocking the area through the relocation of the wholesale markets and exploring how to fund infrastructure and enabling works. The area represents a huge economic and residential opportunity to extend the City Core southwards.! Our ask! Officials are nominated from BIS, DfT, DCLG, HS2 Ltd and Treasury and other Government Departments as appropriate to ensure a clear link for advice and assistance to maximise the development and delivery of our Growth Plans; including input into the various stages of development of our Business Case. !
Agree a joint approach with Government to develop a financial and governance model to deliver the two key objectives for Birmingham Curzon – the world class station and the wider regeneration. !
This should include exploring how to capture the significant uplifts in both land value and business rates that HS2 will generate, such as considering the extension of the city centre Enterprise Zone’s geography and timeframe.!
40 GBSLEP Ι Programme 2: Enhancing the Regional Economic Hub Greater Birmingham & Solihull Strategic economic plan
Game-Changer 3: hs2 connectivity package (see appendix J)
Ensuring faster, more efficient and more affordable travel throughout Greater Birmingham is key to truly maximising the benefits of HS2 and integral to the delivery of our ambitious plans for Birmingham city centre and UK Central. !
Working with Centro, GBS, Black Country and Coventry and Warwickshire LEPs have developed the HS2 Connectivity Package – a series of bus rapid transit, Metro and heavy rail investments that will effectively ‘plug in’ local connections with our new high speed rail stations. These investments will facilitate a step-change in door-to- door connectivity and, in tandem with a devolved rail franchise, unlock the released capacity on the West Coast Mainline, providing access to a larger pool of employees for businesses, improving productivity and reducing costs while enhancing connections to a wider range of markets.!
Our offer!
If delivered in full across the West Midlands, the Package has been modelled to more than double the economic impact of HS2 – delivering a total of 50,000 net additional jobs (26,000 of which would be in Greater Birmingham); an increase of £4bn of economic output per annum and a GVA increase of £680 per worker. !
While the aggregated benefits are significant, each scheme in the Package will be fully webTAG compliant and will demonstrate a strong benefit:cost ratio. We will seek to provide a significant local contribution for the delivery of these schemes (£8m has already been committed in development costs), and will look to utilise the delivery model(s) to be agreed for Birmingham Curzon and the Interchange.!
Our ask!
! Development of the HS2/Network Rail Integrated Plan is coordinated with our emerging Midlands Connect programme, in collaboration with LEPs, LAs, Centro and the Highways Agency !
! Strategic alignment to HS2 is fully incorporated into Network Rail’s Long Term Planning process and forms a key investment criterion for Control Periods 6 and 7! ! Direct linkages are established with government so as to maximise the delivery of our growth plans, and accelerate the implementation of HS2 and our Connectivity Package!
! Government works with the LEP and delivery partners to consider the simplification and acceleration of statutory processes (for example Transport and Works Act Orders) to enable the expeditious implementation of major infrastructure in the UK! ! Government works with the LEP to identify and create a bespoke revenue fund to support the development of our Connectivity Package to maximise the benefits of HS2 - an annual ask of £3.8m, to be matched locally, is sought from April 2016 for a minimum four year period.!
43 GBSLEP Ι Programme 2 – Enhancing the Regional Economic Hub
Greater Birmingham & Solihull Local Enterprise Partnership – The Midlands HS2 Growth Strategy (2015)
Getting our places ready focuses on utilising the unrivalled connectivity of HS2 to unlock signifi cant new sustainable growth and radically improve local connectivity for the whole region.
The Midlands will be home to the fi rst phase industries sector and a cultural and retail of the HS2 line and will benefi t from an destination attracting over 40 million people Interchange Station by the Airport/NEC in per year. The HS2 Interchange Station in Solihull and a terminus station at Curzon Solihull will be located as part of a unique in Birmingham City Centre. These stations set of international assets which, together, will be catalysts for growth both in their form UK Central and include Birmingham immediate localities and across the wider Airport with its 10 million passengers a year, geography. the National Exhibition Centre (NEC), Resorts World, Jaguar Land Rover and Birmingham The two development zones surrounding Business Park. the stations will complement the overall economic strength of the Midlands as a place UK Central – The Hub and Interchange to visit, live and do business. Station The ‘UK Central – Hub’ Preliminary Concept Radically improving access across the Masterplan (launched in August 2014) Midlands through the Connectivity Package identifi es the opportunity of development will accelerate growth, improve access to in particular that of the Solihull Garden City jobs and promote the competitiveness of the comprising of 140 hectares of open land. region. Our vision for the Hub@UKC is to create a Our approach will harness the huge new high value, mixed activity economic opportunities and support the delivery of growth hub in a highly accessible, additional growth and development. The well serviced and concentrated urban focus will be on three key strands of stations environment. Through taking an innovative and their associated development zones, and modern approach to ‘garden city’ connectivity and housing. principles that are fi t for the current and future era, the development of ‘lifestyle districts’ in and around the Interchange Station will World Class stations and their embrace a range of mixed uses; sustainability techniques; the very best infrastructure; and associated development zones accessibility. We have produced comprehensive master plans for each station establishing clear The Hub is one of four interconnected frameworks which demonstrate that, by investment zones within the Borough of integrating two landmark stations into the Solihull – coming together as UK Central fabric of the region and delivering two, – which offer an unrivalled combination of non-competing development zones; we can opportunity, connectivity and lifestyle. unlock economic growth and development. Focussing on the development of the area The two HS2 stations will hold prime positions around the Interchange Station will enable in proximity to key economic assets for the the full potential of the Hub@UKC, and the Midlands. Curzon in Birmingham City Centre wider opportunities provided by UK Central, which is a nationally important hub for the to be realised. It will also provide new and business, professional and fi nancial services existing employment opportunities that are sectors employing over 35,000 people; home accessible to the residents of disadvantaged to the Learning Quarter a focus for major areas such as those of North Solihull and East universities and colleges; a growing creative Birmingham.
20 Ensuring a fully integrated approach to Curzon, Birmingham City Centre • facilitate wider connectivity with improved realising the vision and ambition our The growth potential for the development access to Moor St Station, the extension approach to the Interchange Station will zone around the Curzon station was of the Midland Metro tram network specifi cally see: established in the Birmingham Curzon HS2 (linking to New St Station) and other local Masterplan, launched in February 2014. The public transport improvements to spread • delivery of a new international gateway masterplan sets out how a fully integrated the benefi ts and provide local access to that allows for seamless integration to city centre terminus station can, alongside jobs; and local, national and global destinations; a package of wider interventions, unlock • enhanced access and connectivity to signifi cant development opportunities across • maximise the role of the Learning Quarter facilitate improved modal choice and 141 hectares of underutilised city centre land. to generate even more signifi cant effectively integrate the development into economic value creating attractive the wider economic context of the UK With plans already in place to support the environments for students, researchers Central Hub; growth of nearby assets in the City Centre, and businesses to enhance their skills the arrival of HS2 will provide a new focus and and stay at the forefront of technology • provision of a highly connected economic fresh impetus for a large swath of land that developments. ‘growth hub’ which is a place of design surrounds the terminus station. excellence and which, when development Delivering this growth potential will require a is complete, will provide an additional Much of this area has huge growth potential prioritised set of interventions, set out in the c16,500 jobs within 245,972 sq m of offi ce, that has not previously been captured and, Curzon Investment Package.
light industrial/R&D, retail and leisure through the Curzon Masterplan, we have Achieving the maximum growth will require space across a range of key sectors, put in place clear proposals to support the integration of the Curzon area into the including advanced manufacturing, additional growth, building upon existing City Centre, connecting it with the existing construction, utilities and ICT; strengths and complementing wider plans and programmes. economic assets and ensuring the terminus • creation of an exemplar residential station is itself integrated and fully accessible community with some 1,900 new homes; The Curzon development zone will maximise to the surrounding area, including the the potential through the: extension of the Midland Metro tram network. • creation of a linear park through the development as a key natural landscape • delivery of a landmark terminus station The extension of the Midland Metro into the and environmental asset; and arrival environment, creating a new Curzon area will facilitate future extensions • the Hub@UKC is an essential component destination and focal point for the region through East Birmingham and North Solihull of UK Central, an established and high and attracting millions more visitors. and out to the Airport and Interchange in Solihull. performing location driving national • expansion of the central business district economic growth. with over 400,000 sq. metres of additional With this improved connectivity in place Delivering the Hub and Interchange and much needed Grade A offi ce and an accessible terminus station it will require a sequenced programme of space to support growth in business, will be a matter of addressing localised enabling and major infrastructure works professional and fi nancial services sectors; constraints to development to help ensure that align the construction of the railway the station investment is truly maximised. • provision of premises to grow the line and Interchange Station with that of This will include local access, environmental creative, digital media and ICT sectors in a new junction from the M42, the People improvements, public transport connectivity, the Digbeth and Eastside areas; Mover from the Interchange Station to and site enabling infrastructure, creating the Birmingham Airport, three new bridges • creation of exemplar sustainable conditions to attract investment, businesses across the M42 connecting new with existing residential neighbourhoods with over and residents to the area. neighbourhoods, the exstraction of the 3000 new homes; minerals within the site and the creation of a Linear Park.
21 Connectivity Package • improve access for appropriately qualifi ed • Shrewsbury to Wolverhampton Rail Effectively connecting the two stations labour to the stations and associated Electrifi cation. and their associated development zones development zones; • Warwick to Interchange SPRINT. to other transport hubs and the wider • improve access to HS2 for key business region will provide momentum for further sectors; • Hall Green to Solihull SPRINT. transformation, radically improving access across the Midlands and accelerating • improve access to opportunity for key growth and regeneration at key centres and regeneration areas such East Birmingham Integrated HS2 locations. and North Solihull. A fully integrated HS2 network will link growth assets around the HS2 stations with existing Through the Midlands Connect Partnership In developing the Connectivity programme business districts in the Midlands, maximising we will maximise the released capacity HS2 we will ensure that the whole of the Midlands agglomeration impacts; provide better access will provide, enhancing the Midlands’ ability is plugged in to HS2 through local rail and to new jobs for workers and residents and to attract inward investment through a cluster rapid transit links, faster, high capacity rail improving skills matching. approach, enabling businesses to draw and road improvements. In doing so the on a larger base of suppliers for different proposed Connectivity programme will It will allow businesses and communities industries and the widening of labour-pooling identify a package of interventions required across the Midlands to capitalise on shared opportunities with greater matching of supply before and during construction of HS2 as well opportunities and synergies, and have better and demand for jobs. as for the long term after services begin on access to national and international markets - the line. The key interventions to secure the creating a multiplier effect. Realising the full potential of HS2 through step-change in connectivity will include: the Connectivity programme focuses on four For the terminus station at Curzon this key strands: Connectivity to the stations, • East Birmingham / North Solihull Metro. involves: Integrated HS2, Midlands Connect, and • Camp Hill Chords. • introducing faster and more frequent International Connectivity. rail services on the rail lines already • Water Orton and Local Enhancements. connected to Moor St Station and (through the construction of the Camp • Brierley Hill Line 1 Metro Extension. Connectivity to the station Hill Chords) provide the necessary By investing in connectivity improvements • A45 SPRINT – Interchange to Coventry. infrastructure to link a wider range of that will facilitate access to the HS2 hubs destinations directly with Moor St Station for workers, residents and businesses we • Longbridge to Hamstead SPRINT. and the adjacent HS2 Curzon Station; will expand the extent of the potential agglomeration benefi ts by increasing the • Sutton Coldfi eld Public Transport • effective, seamless interchange facilities economic mass of key sectors gravitating Package. with the Metro and local bus network including a new interchange stop on New around the new hubs, improving access to • Snow Hill Line Improvements. national markets for businesses based in the Canal Street to integrate with the Metro area and improving job opportunities by • A34 SPRINT – Walsall to Birmingham. and Sprint services. improving access to the right set of skills. • Solihull to Interchange SPRINT. For the Interchange at UK Central the focus will be upon: The provision of connectivity to both Curzon • Interchange to Coleshill Parkway SPRINT. and Interchange stations is a fundamental • developing a well-connected and part of realising the full economic benefi ts of • Bartley Green SPRINT. integrated HS2 Interchange to avoid the HS2, ensuring that those needing to access generation of signifi cant traffi c impacts on • Aldridge Station and Electrifi cation. the two stations, and the opportunities on local highways and the national motorway offer by their associated developments, can • A38 SPRINT – Halesowen Extension. network (e.g. M42, M6); do so within an acceptable journey time. • supporting local sustainable connectivity • i54 SPRINT. Building on the above and informed by to the Interchange from other research undertaken to date in achieving • Lichfi eld to Interchange SPRINT. surrounding areas such as, Solihull, Blyth excellent connectivity from across the Valley, the City of Coventry (located Midlands to the proposed HS2 stations, the • Walsall – Rugeley Rail Line Speed only 10 miles from the Interchange) and Connectivity programme aims to: Improvements. Warwickshire;
22 Creating two HS2 development zones
M6 M42
HS2 Spaghetti Junction J6 HS2 J5 J4a M6 Birmingham City Centre and Curzon Development Zone Washwood Heath Depot M6 M42
To Wolverhampton Curzon Stechford Adderley Park Snow Hill Metro Lea Hall M6 Toll Moor Street J7 New Street Chelmsley Wood Station M6 Bordesley East Birmingham and North Solihull
Regeneration Area Marston Green Small Heath
A45 Sprint Birmingham International Airport Interchange@UKCentral
Tyseley NEC
Acocks Green Birmingham International J6
Olton
UK “Garden City” HS2 Development Zone
M42 Solihull West Coast Mainline To London and the south J5
West Coast Mainline To Warwick, London and the south
© Crown Copyright. Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings. Birmingham City Council. Licence number 100021326, 2015.
25 Delivery is at the heart of this Growth Strategy. The Midlands will call upon its vast experience and successful track record in implementing both major infrastructure projects and regeneration and development schemes as we drive forward this strategy.
In order to maximise the true impact and Shadow Board for the Curzon Regeneration ensure our vision for HS2 becomes a reality Company, under the chairmanship of Liz a comprehensive package of interventions Peace CBE. Whilst at UK Central in Solihull, and investments is required. Delivering work is advanced to develop detailed our strategy will involve both local and planning for the HS2 Interchange station and national commitments and investments, association Hub garden city development. clear governance, partnership working and a managed, phased approach to We are also focusing attention on securing implementation. other funding and the Sustainable Urban Development (SUD) actions within the ESIF £102.9m has already been secured through Strategy provide the opportunity to achieve our Growth Deal to maximise the benefi ts innovation in the delivery of sustainable of HS2, with a programme of infrastructure growth, and other ESIF and European funding investments that will signifi cantly enhance resources will be sought to deliver the wider parts of the local transport network and benefi ts of this strategy. improve skills provision in advance of the arrival of HS2 in 2026. Further details of our approach to delivery are set out in the supporting business cases for The programme includes extensions to the individual elements of the strategy. the Midland Metro to the east and west of Birmingham City Centre, the development of In delivering this strategy we are committed a rapid transit corridor to the Black Country, to fully utilising local resources and focusing enhancements to pedestrian and cycling effort to ensuring we maximise the benefi ts. routes and enhanced facilities and equipment All partners across the Midlands are commit- to provide the specialist skills needed to ted to the deliver of this strategy. In order to deliver HS2. have the truly transformative impact that HS2 is capable of this commitment will need to We have also secured one campus for the be matched/supported by Government and NCfHSR which will be integral to upskilling other national agencies. local people for HS2 and we are currently driving forward the delivery of the project. This includes establishing the shadow board, to be chaired by Terry Morgan of HS2 Limited; commencing the process to appoint the Chief Executive of the college; forming partnerships with key providers and starting the design stage of the College itself.
Our focus has also been upon driving forward with plans for delivering the two stations and associated development zones. £50m of funding has already been allocated from the GBSLEP to support an early phase of infrastructure delivery. Local delivery arrangements are being progressed with a
26
Centro: HS2 Unlocking the Benefits West Midlands Connectivity Package (2015)
4 The connectivity package
To maximise the benefits of HS2, • Local rail service enhancements On a typical authorities across the West Midlands • Strategic interchange hubs in main weekday, the have prepared a Transport Connectivity metropolitan area’s centres for onward local connections to ensure that the whole transport network Package • Highway junction improvements and region can access the High Speed Rail carries a total of 8 other local mitigation measures million journeys, Network. The Package will maximise • High quality local bus access including 1.1m connectivity and therefore remove journeys in the morning peak barriers to growth. • Walking, cycling, public realm and wayfinding improvements The Connectivity Package will deliver: The Connectivity Package has been • A “one station” concept in Birmingham prepared as the scheme designs for city centre with a common HS2 have been drawn up. There may concourse, increased passenger handling capacity and a seamless therefore need to be some reinement of the package in light of publication of journey experience for users HS2’s Transport Assessment and more • An effective people mover at detailed design. The key outcomes of the Interchange linking with the Package have been categorised under NEC, the Airport and Birmingham three strategic outcomes: International station • New rapid transit line 1• Capitalising on the network approach connections (Metro and 2• Unlocking growth assets SPRINT- Bus Rapid Transit) Key public transport 3• Linking the West Midlands infrastructure • New rail links and local stations to the HS2 network improvements
To Stoke-on-Trent / Crewe HS2 To Derby
Stafford Rugeley Lichfield To Mid-Wales To Aldridge Tamworth Shrewsbury
Wolverhampton Telford Walsall Sutton Coldfield
Perry Barr Leicester To
Nuneaton Wednesbury Coleshill West Bromwich Aston Water Orton
Dudley Port Jewellery The Quarter Hawthorns Birmingham Sandwell Smethwick HS2 Dudley Galton Bridge & Dudley Interchange Lea HS2 Five Bearwood Hall Interchange Ways Brierley Hill Small Junction 3 Heath University
Cradley Bartley Heath Kings Heath Green Coventry Rugby/Northampton To Stourbridge Solihull Junction Stourbridge Dorridge Town Longbridge Whitlocks End Bromsgrove Blythe Valley Kenilworth
Stratford- Worcester Redditch upon-Avon Warwick Leamington Spa
To Hereford To London Rail improvements SPRINT BRT Rapid Transit / Metro Strategic Interchange Hub 8 Linking to the 3 HS2 network
The socio-economic impact of HS2 will The Connectivity Package includes the The Black Country only be maximised at the wider regional following measures that will support has the largest level if the necessary connectivity direct links between the West Midlands cluster of high value manufacturing improvements are put in place, and HS2: businesses in the linking as much of the West Midland’s • : urban realm country, employing conurbation and main centres as One station approach 90,000 people – 1 in and transit improvements to join- possible to the HS2 network. 5 jobs compared to up New Street and Moor Street 1 in 8 in the UK The benefits of widening direct stations to provide seamless transfer accessibility to the new high-speed between rail services, platforms network from a large number of and Birmingham city centre locations across the West Midlands are • Rapid Transit connections: two-fold: investment in high-quality rapid transit schemes as envisaged by the Black • Benefits from shorter journey times Country Core Strategy, linking up to key economic hubs such as Brierley Hill and Wednesbury and London and Manchester to a larger then onto HS2 via Metro Line 1 and number of businesses than just those Birmingham city centre extensions located in proximity of HS2 stations will result in greater productivity • Coventry Station Improvements: gains for the region as a whole Significant improvements for Coventry station to act as a gateway to HS2, • Smoother and quicker access to and support Friargate development the HS2 network will allow a greater and regeneration in Coventry share of commuting flows to take place on public transport modes – thus maximising the opportunities of released capacity on both the local rail and motorway networks
The population of the metropolitan area is forecast to grow by another 300,000 people by 2026 – the equivalent of adding another Coventry or Dudley borough to the West Midlands metropolitan area
Metropolitan area Linking to HS Impacts Zaragoza, Spain Name: Zaragoza, Spain Integration of the new HS Development of a modern Population: 700,000 station (2km away from the urban bus network, bike HS opening: 2003-2008 city) with the city centre and sharing, tramway to access suburbs to the wider urban area Time to major destinations: Madrid (1.15hr), Barcelona Supported the successful (1.5hr) bid for the Expo 2008 Local Connectivity Package Overview
Funded Schemes Unfunded Schemes Potential Funding 2014 - 2019 Sources Rail • Birmingham city centre Moor Street passenger capacity enhancements and DfT / HS2 One Station common concourse with HS2 station • New station at Kenilworth • Coventry station Snow Hill line capacity and connectivity improvements SLGF / CP5 improvements Tamworth/Nuneaton line – Water Orton – capacity CP6 • Walsall – Rugeley improvements electriication • Coventry – Leamington Camp Hill Line – Chords /New stations Tamworth line CP6 / SLGF Spa capacity and south Birmingham enhancements/ CP5 / SLGF electriication Aldridge new station and electriication Wolverhampton – Walsall – Birmingham- new stations SLGF/ Enterprise Zone / Developers
Shrewsbury line electriication CP6 East Midlands- West Midlands rail connectivity CP6 / 7 / Private Sector improvements
Rapid • Metro Centenary Square Metro Eastside extension Dft / HS2 Transit extension • Birmingham SPRINT Metro – Wednesbury – Brierley Hill – onto Line 1 and SLGF / Developers • Wolverhampton city Eastside extension centre interchange and Metro/Rapid transit – East Birmingham – Interchange SLGF / Developers Metro extension northern route and A45 route
Metro/Rapid transit – Coventry- Interchange SLGF
Solihull – Interchange – Coleshill SPRINT SLGF / Developers
Walsall Road SPRINT SLGF / Developers
Bartley Green SPRINT SLGF / Developers
National M42 Junction Improvements DfT / SLGF / Developers Highway Other strategic highway network/ DfT motorway mitigation measures
Local • Birmingham improved Birmingham city centre interchange/public realm Local / Private Sector Transport cycle links walking and cycling improvements • Local park and ride expansion Strategic interchange hub improvements eg Coventry, SLGF / Developers / CP5 Walsall, Sutton Coldield, Longbridge / CP6 Interchange cycle links DfT / HS2 / Local
Local park and ride expansion Local
Highway trafic management improvements/mitigation DfT/HS2 measures
Total • £320m £2.1bn Capital Cost (NB National motorway/SHN schemes not included)
NB SLGF = Single Local Growth Fund, CP5 = Network Rail Control Period 5 (2014-2019), CP6 = 2020 – 2024) OCT13031
Centro: Towards a World Class Integrated Transport Network (2013)
Metro (light rail / tram-train)
3.40 The vision for Metro is shown in figure 3.2. The vision is to provide key targeted corridors, within the Rail and Rapid Transit Network, with a high capacity, rapid form of public transport, demonstrating good value for money. As the House of Commons Transport Select Committee state “ Light rail will not meet every transport need. It is best suited to heavily used urban corridors, where flows are over 2,000 people per hour, or are expected to reach that level in the near future”(House of Commons Transport Committee, Tenth report of session 2004/5, 2005)
3.41 The vision for light rail and tram-train in the West Midlands is to provide services in appropriate High Volume Corridors with the following characteristics:
• Service speed of 25 – 35 km/hr (light rail) , 25 – 50 km/hr (tram-train)
• High levels of reliability through high levels of segregation from general traffic
• Attractive and accessible stops and services
51
• Daytime frequencies of 5 – 10 minutes (light rail) , 5 – 30 minutes (tram- train)
• Penetration of town and city centre with permanent, visible and acceptable infrastructure
• Integration with local bus services
3.42 Metro development, using light rail or tram-train technology, is critical to underpin the whole Black Country sub-regional development strategy of growth in four strategic centres and their connecting transport corridors. It will also provide important connections across central Birmingham and have a key role serving demand in some of Birminghams’ main arterial corridors.
3.43 We will consider tram-train technology for its potential application to Metro development. This is in order to maximise win-win situations with rail freight and minimize the need for new infrastructure. The Walsall- Stourbridge, and Wolverhampton – Walsall corridors are examples of corridors particularly well suited to tram-train services.
Sprint (Bus Rapid Transit)
3.44 Sprint, or “Bus Rapid Transit” is a wide-ranging term covering a variety of forms of enhanced bus provision. Recent schemes in Swansea, Kent, Nantes, the outer suburbs of Paris and the current project underway in Metz give an idea of the potential of this mode to transform perceptions, and use, of bus-based public transport. Vehicles to be used in Metz are shown below:
52
Curzon Investment Plan (2016)
4 Introduction
HS2 is a once in a century opportunity for the City to enhance its national rail connectivity and accelerate its economic growth potential.
It arrives in Birmingham in 2026 This region wide plan, the Growth with a new terminus station, Strategy, was published in April Birmingham Curzon. The new 2015. The HS2 Midlands Growth high speed rail service will provide Strategy has seen partners across radically improved connectivity the Midlands collaborating on linking the city with both London as HS2 to secure the best outcomes phase 1 and Manchester, Sheffield, for the region. This work has Leeds and Crewe as phase 2. It will been overseen by the Greater bring upward of 25,000 passengers Birmingham and Solihull LEP per day to the city centre. (GBSLEP) and will be incorporated into the West Midlands Combined Alongside the significant Authority (WCA). improvements in rail connectivity, the arrival of high speed rail will The Growth Strategy leverages spark a new wave of growth and the benefits delivered by HS2 to development in the city centre and drive local growth on a nationally beyond. significant scale over and above the construction of HS2. This will At the heart of this opportunity be achieved through targeted is the new HS2 station, located packages of interventions that within the city centre and with close are tailored to the local context. It proximity to the existing Moor will ultimately drive job creation, Street and New Street stations. increased productivity and generate net national growth. The The Curzon Investment Plan plans for Curzon are an integral sets out how the regeneration part of delivering the region wide potential of this opportunity will strategy. be maximised through a £724m programme of local infrastructure The primary funding source for over and above the investment the Curzon package is the City by HS2, that will integrate the Centre Enterprise Zone (EZ). The new rail terminus and unlock EZ was first established in 2011 wider development. The Curzon by the GBSLEP and enables the Investment Plan responds to the retention of uplift in business strategic direction set by the rates generated by the zone to be Curzon Masterplan, launched in re-invested. As part of the West February 2014. The masterplan Midlands Devolution Deal (2015) sets out how a fully integrated the EZ was extended to cover the city centre terminus station can, Curzon area, to enable the delivery alongside a package of wider of local infrastructure to drive interventions, unlock significant growth. Alongside the existing EZ development opportunities across Investment Plan (2014) of £275m, a large part of the City Centre. Curzon is the primary priority for EZ investment, attracting significant The plans for Curzon sit within private sector investment and a region wide strategy that will delivering growth and jobs. ultimately deliver investment of £4.4bn, including new transport infrastructure and major new economic growth.
birmingham curzon investment plan / introduction 6 Curzon Investment Strategy
As a key site within the HS2 network, Birmingham Curzon will become a focal point for transformation, development and economic growth.
The Curzon Masterplan establishes Station Square and Moor Street This will include the redevelopment how the arrival of HS2 can be Queensway - first point of arrival of major strategic sites such as maximised and the growth and and connecting, via a high Martineau Galleries. regeneration opportunities around quality space and environment, the terminus station unlocked. the city centre office and retail The Digbeth Creative Quarter - Covering 141 hectares of the City core with the station. home to leading digital media, tech Centre, with the area centred on and creative companies the quarter is set to expand significantly on the the station, the strategy of the Midland Metro Tram - back of the arrival of HS2. Through masterplan is: connecting the station with the the Curzon Masterplan there are wider city centre network and clear proposals to integrate into the • For the delivery of an integrated continuing the line into Digbeth. wider city centre and neighbouring world class station. In order to This will be the first phase of Knowledge Hub. deliver successful regeneration the eastern extension that will and act as catalysts for growth, see the line go out through East The Knowledge Hub - focused the station must become a Birmingham and North Solihull destination in its own right, and to the north of the HS2 station to UK Central and the Airport this area is home to over 20,000 open up connections to the and NEC. wider area. This will include its students and a number of leading immediate surroundings as a • Wider network of public transport educational establishments place that enables activity and and public realm improvements including Aston University and movement of people. promoting walking and cycling Birmingham City University. The to integrate the station and proposals will bring together • A series of big moves to achieve surroundings into the wider city research and innovation capabilities this integration and support centre and beyond. This will to support economic growth across wider growth and regeneration. play a central role in creating a range of sectors. The area will Creation of a high quality setting an attractive environment for also be home to the new national for the station with public business, workers, residents and college for High Speed Rail. squares and spaces to create an visitors with the quality of the Residential Communities - creating attractive destination, open up environment directly linked to key new neighbourhoods across the surroundings, improve access and investment decisions. Curzon area enhancing the city create conditions for growth. The • To unlock opportunities for living offer and providing places big moves include: development linking into the that complement the commercial, wider city centre growth agenda leisure and cultural activity HS2 Station - creating a set out in the Big City Plan. including homes for the future landmark building and arrival workforce. experience. Growth opportunities Realising this vision, by building The masterplan focuses on utilising on its principles and setting the HS2 as a catalyst for growth across Paternoster Place - connecting framework for an investment the Curzon area, enhancing the into the Digbeth Creative programme, will help deliver a city centre’s existing assets and Quarter by bridging the west number of economic benefits: coast mainline. supporting new development. These growth opportunities • 600,000sq.m of employment include: floorspace. Curzon Promenade and Curzon Expanding The Central Business • Over 4,000 new homes creating Square - creating the station District - home to the largest centre in the park and providing a additional local expenditure of for the business, professional and £41m per year. setting for the original Curzon financial services outside London Station building (Grade I listed with over 40,000 employees and • 36,000 net new jobs by 2056 building). 500 businesses. The plans for creating GVA per annum of Curzon will see the district expand. £1.4bn.
birmingham curzon investment plan / investment strategy 7
Dartmouth Middleway
Aston University
Jennens Road
Snow Hill Station Eastside
2
5 1 City Centre 4 Core 3
Moor Street Watery Lane Middleway Station Digbeth New Street Station Bullring
KEY
High Street Birmingham City Masterplan boundary Football Club
New development block Birmingham The big moves Smithfield
1 World class arrival: Birmingham Curzon
M 2 Metro extension route and stops
3 Paternoster Place
4 Station Square and Moor Street
5 Curzon Promenade and Curzon Square
n NOT TO NORTH SCALE
Plan 2 Birmingham Curzon Masterplan - The Big Moves
investment strategy / birmingham curzon investment plan 8
Wider opportunities HS2 arriving in the City. With HS2 The unlocking of business rates is a In addition the following placing Birmingham into London’s principle driver, as this is essential neighbouring opportunities will Zone 4 for journey travel times, to meeting the EZ Prudential benefit through the catalytic effect it will enhance the attractiveness Borrowing commitments that form of HS2 and investment across of the City and the wider area’s a significant element of the funding Curzon including: housing and business offer. package. The growth across Curzon will also involve the creation Southern Gateway - a 61ha of new communities and the regeneration area that will see new The investment package delivery of homes and associated residential neighbourhoods with Key to unlocking growth and infrastructure, which is a key over 5,000 homes delivered. maximising the potential is the component for the Investment Plan. delivery of a local infrastructure investment package for the Curzon Birmingham Smithfield - a 14ha area consisting of two phases: site delivering a new place for the city with vibrant new markets, • Phase One - upfront investment cultural offer and family leisure in the infrastructure required and entertainment, alongside to unlock growth immediately 2,000 new homes as part of an around the station including exemplar neighbourhood. The HS2 Station Environment (Big site is adjacent to the Curzon Moves), Metro Extension to Masterplan area, and this proximity Digbeth, Site Enabling works and will bring new impetus and activity. public realm and local transport A masterplan for the site was improvements. launched by the City Council in March 2016. • Phase Two - further investment over the wider area including area wide public realm, local transport/ Snow Hill District - adjacent to highway improvements, Social the existing business district this Infrastructure and supporting 42ha area will see 200,000sq.m infrastructure for the growing commercial and 2,000 residential residential population. units. In October 2015 the City Council adopted the Snow Hill In order to unlock growth and Masterplan, setting out clear maximise impact, investments will proposals, including enhanced need to be targeted to respond to connections to the HS2 terminus. the key deliverables, outcomes and strategy of the masterplan. These will be underpinned by a series of East Birmingham and North investment priorities and decisions Solihull - benefiting from the to fund projects within these Midland Metro connection and phases, informed by investment proximity to the HS2 growth hubs drivers that are essential to at UK Central and Curzon. This area delivering the financial model that will be dramatically transformed makes this programme, and the with new neighbourhoods and wider EZ, viable. The initial focus commercial development. will be on phase one and making sure the infrastructure around the HS2 will also benefit the wider station successfully delivers the City and region supporting new objectives of integrating the station investment to unlock further into the City Centre. Successful growth. This includes its role in delivery here will then set the the Midlands ‘Engine for Growth’, foundations for implementing with the potential to ensure that phase two, and the wider the City’s manufacturing and investments that will deliver further other sectors can benefit from floorspace, jobs and business rates.
birmingham curzon investment plan / investment strategy 10 Investment programme
Delivering the vision and growth potential outlined in the Investment Strategy requires a comprehensive programme that sets out the projects to be delivered and the resources required to implement them.
By utilising the funding Within this package investment This programme is built around 2 commitments agreed in the of up to £586.8m, earmarked phases: Devolution Deal; combined from the Enterprise Zone has with the integration of existing been identified as necessary to Phase 1 (2016-2026 - £399m) programmes and financial deliver the additional regeneration - Upfront investment in the mechanisms made available benefits and other place making infrastructure required to integrate through the extension to the opportunities. This Investment Plan the station and unlock growth Enterprise Zone, a £724m funding focusses on how this funding will immediately around it including package has been identified to be prioritised and targeted in line strategic sites. deliver local infrastructure, unlock with the investment strategy. development and maximise growth Phase 2 (2026-2038 - £325m) across the Curzon area. - Further investment over the wider area including public realm and local transport/highway improvements to unlock the full potential for growth in housing and jobs across the Curzon area.
Tables 1 and 2 set out the total Curzon investment programme worth £724m. Based on existing funding commitments of £167.2m it has been identified that EZ resources of £556.8m are required to deliver this Investment Plan.
As part of the programme, specific revenue projects will be delivered including resources to manage the programme.
Table 2 sets out the total revenue costs. The programme will be managed by the Curzon Delivery Board, which will require an appropriate level of resource to fulfil its responsibilities. This includes salary funding for a Curzon Delivery Team and associated project development costs, which are essential if the objectives and benefits are to be achieved. A programme of this scale requires dedicated support.
Table 3 sets out the funding commitments already identified and includes resources to deliver the Metro extension to Adderley Street and an existing commitment Birmingham Curzon concourse entrance
birmingham curzon investment plan / investment programme 11
from the EZ. It’s anticipated that Capital project Promoter Total (£m) Phase 1 to Phase 2 further funding would be secured 2026 (£m) 2027-2038 from the public and private sectors (£m) as projects are developed and the financial model will be updated to HS2 Station environment BCC 44.2 44.2 0 reflect this. Metro extension to Digbeth TfWM 137.2 137.2 0 The plan sets out the approach for the overall investment programme, Site enabling works BCC 101.6 91.6 10 with a greater level of information Local transport for those projects within Phase 1, improvements BCC 109.8 40.5 69.3 which is associated with upfront infrastructure around the station. Connecting economic Phase two will proceed as the opportunities BCC 149.8 38.9 110.9 income becomes available from the growth in business rates but is Social infrastructure BCC 109.9 0 109.9 essential to realise the full growth potential. Sub total 652.5 352.4 300.1 Table 1 Curzon investment programme The Investment Plan will be a live document that will be updated every 3 years to ensure projects are progressing and being developed in line with the Investment Strategy. Revenue costs Total (£m) Phase 1 to Phase 2 It is proposed that each investment 2026 (£m) 2027-2038 theme will be co-ordinated by (£m) a ‘Working Group’ that will be responsible for developing a Investment programme - delivery vehicle operating costs 44 28.8 15.2 programme of activity, which sets out the detail of the work to deliver Business development 22.5 14.5 8 the projects for the following 2 years. A programme of key tasks Marketing 5 3.4 1.6 and milestones for 2016/17 is set out in Appendix 1. Sub total 71.5 46.7 24.8
Delivering the vision set out in the Total 724 399.1 324.9 Curzon Masterplan will require a Table 2 Revenue delivery vehicle operating costs wide range of activity that will build on the opportunities created by the Station and Metro extension. These major pieces of infrastructure will unlock sites and areas of the city Funding source Value (£m) centre that have not yet realised Extended EZ 556.8 their full potential. By targeting the investment at these areas it Existing EZ Investment Plan (2014) 30 will be possible to deliver the new employment floorspace, that are Metro funding - West Midlands Combined Authority 137.2 necessary to drive the uplift in business rates that supports the EZ Total 724 resources. Table 3 Funding commitments
investment programme / birmingham curzon investment plan Curzon Promenade and Metro extension Southern Gateway and Birmingham 14 Curzon Square Smithfield. Beyond this plans are being developed to further extend Introduction Introduction the Metro line beyond Adderley As an extension to Eastside City An extension of the Metro is Street through East Birmingham Park the Promenade will set the proposed between the City Centre and North Solihull to connect with Station within a green landscape. and Adderley Street and will run UK Central, including the HS2 The area will be a hive of activity through the heart of the Curzon Interchange, Airport and NEC. This that includes a continuous mix area. Four stops are proposed at: will be a priority for EZ investment of retail and leisure uses, with with funds allocated. potential offices above the ground • Albert Street - Serving the floor of the station, which interacts Martineau Galleries Site. directly with the landscaped • Birmingham Curzon - On New Value Promenade that will extend the Canal Street under the station The Digbeth extension will cost feel of the Park into the City Centre concourse. £137m funded directly from Core. Curzon Square will be a Government grant secured through stretched event space into the • Fazeley Street. the Devolution Deal. City Park that will form part of the station that welcomes passengers • Adderley Street. from the station itself into the area. Timescales The space will also be shared with Integrating the Metro with the The principle of the route has now an extended Metro line. station will be vital and creating a been confirmed and works are wide pedestrian boulevard linking expected to start in 2019 following the Knowledge Hub and Digbeth is approval to the Transport and Timescales essential as part of this. Works Act Order Submission in Initial work will focus on designing 2018. The extension will complete and agreeing the preferred scheme In addition to the HS2 station it in 2022. The initial focus will be in intergrated with the station and will provide local and regional preparing the Full Business Case agreeing the development terms, access to Digbeth, including and the design work for the route which will target completion by Birmingham Coach Station, Custard through Digbeth, which will look the end of 2018. Works on site are Factory, and key strategic sites at issues such as public realm and expected to commence in early such as Typhoo Wharf. It will also addressing existing services and 2020 in line with station works. provide important access to the accessibility.
Delivery partners Design, planning and delivery will be led by HS2 Ltd. The City Council will be involved closely to ensure the place making requirements as set out in the Masterplan are incorporated within the final scheme and will lead on securing additional resources if required. TfWM will be integral to delivery as the works will need to align with the Metro extension which will be routed through the area.
Metro extension at New Canal Street
birmingham curzon investment plan / investment programme Unlocking and enabling Value will include the launch of a site A budget of £101m has been development fund. 15 strategic sites allocated towards this theme and will be utilised for interventions Delivery partners Introduction based on business cases that set With multiple landowners strong The Curzon masterplan identifies a out the benefits to be delivered. partnership working will be significant number of opportunities required to bring these sites to accommodate commercial forward. There are a small number and residential development. Timescales of major landowners that have a A large number of these sites A detailed programme for major stake in the area and will be face constraints to development delivering these sites will be responsible for driving forward a and local interventions will be developed. The first task will be number of sites. The City Council required to support initial viability. to engage with landowners and will support landowners and Across the area there are a stakeholders to identify a common investors/developers identifying number of strategic development vision for the area and priority the delivery arrangements to opportunities that will require sites to be brought forward. A take forward sites and address investment to bring them forward. masterplanning exercise for the constraints. Unlocking these sites will be canal corridor will be delivered important to delivering the alongside a review of the planning Other partners include Network economic impact that will create and conservation area policy for Rail, Universities and the Homes the uplift in business rates and the wider area. Other activities and Communities Agency. support the growth potential of HS2. Interventions will include gap funding, site acquisition and access improvements. Hotel La Tour HS2
The Digbeth area is seen as having BIRMINGHAM HS2 PROOF HOUSE the ingredients to become one of
BANBURY the most distinctive and vibrant WHARF creative quarters in Europe,
Moor Street building on the direct connections Station Watery Lane Middleway SHAWS Fazeley Street PASSAGE TYPHOO from the station that will unlock Bordesley StreetWHARF the area and proximity to the FAZELEY AREA Knowledge Hub and business district. It is however an area BEORMA QUARTER characterised by old industrial land Floodgate Street DUDDESTON VIADUCT and buildings with constraints but SKYPARK the potential is significant. Already Digbeth plans are emerging to bring the KEY 3.2ha Typhoo Wharf site forward New development block High Street Deritend Green space as part of the ‘Knowledge Hub’ Viaduct Skypark proposals led by a partnership of Public space/square business investors and academic Shared surface institutions, including Birmingham Active frontage City University. Improved pedestrian/ cycleCoventry connection Road KEY Listed building New development block Support for mixed use residential Landmark building Green space schemes will be central, utilising Metro route/stop Viaduct Skypark Sprint bus route canal networks, removing heavy Public space/square Park and ride industrial uses and clearing sites for Shared surface n NOT TO Taxi and service route development. NORTH ActiveSCALE frontage Taxi drop-off Improved pedestrian/ KEY cycle connection New parking
Other major strategic opportunities New development block Listed building Green wall exist across the wider area Green space Landmark building Canal including at Martineau Galleries Viaduct Skypark Metro route/stop River Rea and funding will be utilised to kick Public space/square Sprint bus route New bridge start schemes as required. Shared surface Park and ride Access to HS2 station Active frontage Taxi and service route Access to viaduct
Improved pedestrian/ Taxi drop-off New access to cycle connection Moor Street Station New parking Listed building HS2 Transformer Green wall Plan 4Landmark Digbeth building Creative Quarter Canal Metro route/stop River Rea Sprint bus route investment programmeNew bridge / birmingham curzon investment plan Park and ride Access to HS2 station Taxi and service route Access to viaduct Taxi drop-off New access to New parking Moor Street Station
Green wall HS2 Transformer
Canal
River Rea
New bridge
Access to HS2 station
Access to viaduct
New access to Moor Street Station
HS2 Transformer