Southampton Station Quarter Vol Two: Appendices 1-6 Solent LTB Major Schemes / Final / May 2014
Building a Brighter Future
Consultation and Engagement Diary: April 2014
Consultation and Engagement Diary Contents
01 Introduction
02 Summary 2.1 Aims 2.2 Understanding the Site Context 2.3 Functional Requirements
03 Governance
04 Consultation & Engagement Diary 4.1 Consultation Event Diary 4.2 Creative Street Engagement 4.3 Public Consultation Display Panels 4.4 Public Exhibition Summary
Consultation and Engagement Diary 01 Introduction
Parose Projects were appointed to work under the Southampton City Council/Balfour Beatty Living Places Strategic Highways Partnership in 2012 to provide client-side project management services for the Station Quarter project. The brief included a requirement to carry out a full consultation and engagement programme. The main elements of the programme were:
A three-day on-street community engagement exercise Three public exhibitions Formation of an active Champions Group that continues to meet regularly and has been responsible for the introduction to the area of a successful Farmers Market Creating a Project Board including representation from Network Rail and South West Trains Consultation meetings with stakeholders including cycle forums, taxi drivers, bus operators, station management, local businesses (ranging from large corporations to SME’s), land owners and developers An investigation into parking in the immediate vicinity of the Station
This documents details the proceedings and outcomes of the consultation and engagement programme which included over 60 separate events.
Consultation and Engagement Diary 02 Summary
This section sets out the main elements of the final design for Station Quarter scheme. The designs were based on an extensive period of consultation and engagement, the proceedings of which appear in the next section. The project focuses on the Southampton Central Station Quarter interchange and surrounding areas of public realm and highway. Southampton Central Station and the immediate surrounding area currently offers a poor sense of arrival for visitors to the city. There is little sense of interchange with the bus network, weak connectivity with the city’s main cultural and shopping quarters and little sense of being a place in its own right. The Station Quarter project sets out to address these issues, while enabling a number of development sites to come forward.
2.1 Aims The overriding objective is to create an arrival experience fit for a major city, including much improved way finding, a better transport interchange and new public spaces to linger in as well as work. The proposed scheme will deliver the following objectives: An improved Bus Interchange A relocated and improved taxi rank A high quality station forecourt Rationalisation of short stay car paring Improved cycle links and cycle parking, particularly close to the station Improved pedestrian links and desire lines Improve legibility and create a sense of arrival for those travelling by train StreetScene improvements to adjacent roads Due to the size of the project it has always been the intention to split it into a number of deliverable phases. However, in order to have the phases ready as funding streams are realised, the overall scheme has been designed up front.
2.2 Understanding the Site Context The initial site investigation was carried out by a design team comprising Urban Movement and project artist Chris Tipping. The team carried out a detailed investigation into the neighbourhood’s social history, geography, ecology and culture to uncover contextual information, which inform the area’s current form, identity & reputation. This site-specific & research-led activity assisted in driving the creative concept & rationale which now underpins the general spatial layout, character and interpretation of the new public realm proposals.
Consultation and Engagement Diary 02 Summary
An understanding of the site’s past physical condition drives the overall theme and character of the landscape & public realm interventions: a wooded valley, a meandering stream, the curve of the historic shoreline & the ill fated Salisbury to Southampton Canal. The primary human activities on the site over time, as evidenced by residential, industrial & cultural histories have been influential in drawing individual & collective ‘voices’ from the locality which will serve to imbue any outcomes with a distinctive vernacular.
2.3 Functional Requirements At the heart of the site is the transportation hub where trains, buses, taxis, cycles, cars and pedestrians all meet. Consultation and feedback has been gathered from all these user groups and used to develop the proposals.
Taxi Rank Through continuous consultation the taxi rank has been relocated to a position opposite the station entrance/exit. An uncontrolled pedestrian crossing point allows passengers to reach the front of the rank with ease. Taxis join the back of the rank adjacent to Southbrook Road car park before turning in the bell mouth of the exit to the car park. This manoeuvre takes place well away from the busy forecourt allowing taxis to queue before leaving the rank facing the correct way. A gap in the taxi rank has been retained to allow cyclists access to the road, I direct request from public consultation.
Drop-off Zone A passenger drop off zone is retained on the station forecourt. It is positioned to avoid potential conflict between turning vehicles leaving the drop off zone, pedestrians crossing the road and taxis leaving the rank. Edged by a sloping kerb profile the drop off zone provides easy access for less able users.
Cycle Links and Storage An advisory cycle lane is marked on both sides of the road along Blechynden Terrace contributing to the improved wider cycle route emanating from both sides of the station. The markings do not continue through the raised section as this area is considered to be more ‘shared’ than a single specific user. Cycle storage on the station forecourt has significantly increased. A covered facility utilising gas assisted two tier racks is located close to the station entrance, promoting sustainable travel and integration with public transport. In addition, free standing cycle racks are scattered throughout the project area located in key positions and aligned with other elements such as hedges, seats and low retaining walls.
Consultation and Engagement Diary 02 Summary
Highway Lighting Working with the PFI lighting contractor the existing columns are relocated and updated as required to suit kerb realignments and vehicular access points.
Creative Place-Making Enhancements Influences from understanding the site context are manifest on site in many forms.
Surface Materials The selection of materials and colour palettes are an outcome of this contextual research. The carriageway immediately in front of the station forecourt has been designed to have a completely different appearance. A surface of granite setts, raised levels and sloping kerb profiles combine to increase pedestrian priority and considerably improves the aesthetic. The ability for pedestrians to cross the carriageway anywhere along the raised section is made easy but designated uncontrolled crossings are also provided. A co-ordinating pallet of materials is applied to the station forecourt and the public space in front of Frobisher House in Wyndham Place.
The ‘Canal Shore’ Kerb Detail The ‘Canal Shore’ artwork is a critical element within the scheme. Contextually it marks the high tide line of the historic north shoreline of the River Test Estuary, which, up until the 1930’s Western Docks expansion, ran along the Southern edge of Blechynden Terrace. This shoreline, since medieval times had provided the east to west transportation route out of Southampton along what was known as The Strand. The ill-fated Southampton to Salisbury Canal (1795–1808) had also run along this same route, its long filled-in canal basin now under Blechynden Terrace. The work marks a significant threshold for the confluence of transport routes, waterways, land & sea, both historic & contemporary. The Black Basalt kerb, itself an emphatic 700mm wide, is inlaid, throughout its 290m length with water jet cut text. The text further explores and narrates the events that have shaped this site for almost a thousand years. Its functionality is also critical to the scheme; its length articulated with elegant but robust dropped kerbs, transitions setts & crossing points, allowing for fluid & streamlined vehicular, cycle and pedestrian movement through the site, which further emphasizes its importance as a transport interchange.
Consultation and Engagement Diary 02 Summary
Bespoke Cast Concrete Seating, Retaining Structures and Paving Features The bespoke concrete works explore the historic & extant topography & geology of the site and more particularly, the movement of water through it. Several streams ran through here, one of which, the Rollesbrook marking the western boundary of the City. Medieval water conduits, amongst the first in the country, cross the site. These waterways have shaped the area and this natural & fluid impact is explored in the profiles, structures and finishes of the seats and retaining structures proposed, as well as embedded lighting. The positions and siting of the structures assist in navigating through the site, following the adage, ‘the path of least resistance – water always flows downhill’. The materials specified also reflect this exploration of the underlying geology with warmer tones suggesting the alluvial gravel terraces & shingle, which underlie the site. The point of confluence between the Rollesbrook Stream & the River Test Estuary is made manifest in the ground based lighting work ‘Confluence’ which dissects the site along an axis, which assists in way finding and movement.
Architectural Lighting Integrated within tree canopies, bespoke concrete seating, walls and paving features, LED light sources provide a different dynamic to the site under the cover of darkness. The feature lighting contributes to legibility and direction by guiding the user through the site to and from the station. High above ground level the columns of the brutalist Wyndham Court are brought to life with a wash of colour, fully managed and programmable. Viewed from well beyond the site extents, this significantly enhances aspects of wayfinding.
New Tree Planting The project requires the removal of a number of existing trees. The majority are of poor quality, relatively small and/or have reached the end of their natural life expectancy. Two good quality trees are to be removed to accommodate a pedestrian route with a strong desire line from the station north to the top of Wyndham Place. To mitigate the loss a well considered structure of trees integral to the new areas of public realm have been proposed. The emphasis here has been to provide quality trees in the right places with the appropriate tree pit to allow good root growth below ground.
Consultation and Engagement Diary 03 Governance
Parose Projects created and provided secretariat services for a Project Board to oversee this scheme, with representation from SCC Planning, Transport and Highways, Network Rail, South West Trains, and Balfour Beatty Living Places.
Consultation and Engagement Diary 03 Governance
Consultation and Engagement Diary 04 Consultation & Engagement Diary
Over 60 separate consultation events have taken place for the Station Quarter scheme. The first engaged directly with users of the public spaces over a period of 3 days, speaking to 300 people. The results of that exercise are shown below. After the initial creative engagement sessions detailed consultation events continued throughout the early stages of design. The results were then feed back through a public exhibition held in Wyndham Square, accompanied by music organised by members the Champions Group. A summary of the proceedings is show below. A full list of the consultation and engagement events follows at the end of the document.
Consultation and Engagement Diary 04 Consultation & Engagement Diary
4.1 Consultation Event Diary
Item Date Event Notes/Outcomes/Key Issues/File Ref
1 13/02/14 Scheme Starts On Site 2 11/12/13 Bus Partnership Presentation of proposed Traffic Management arrangements 3 19/11/13 Project Board #15 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 4 10/10/13 Champions Group Agenda: Welcome from Cllr Matt Tucker, Local ward Councillor and cabinet member for Economic Development and Leisure Update (John Roseveare, Project Co-ordinator) Final plans What will be done when Bletchynden Community Gardens ideas (Cllr Matt Tucker) Travel Plan update (inc CycleHub ideas , Rob Stanley, SCC) Lighting Proposals (Michael Grubb Studios) Lighting ideas for the area including Wyndham Court Meet The Contractor (Balfour Beatty Living Places) Who to contact Where the site huts will be Station Quarter Events Group Programme (Marco Bertacchini, CXO/Caffexpresso & Samantha Jones) Bringing Wyndham place to life Ideas for the rest of the year For those who can’t make the morning meeting, there will be a shorter presentation of the main points in the Wyndham Court community room at 7pm on the same day, followed by a test demonstration of some of the lighting ideas. 5 08/10/13 Taxi Liaison Group Presentation of scheme arrangements affecting taxis and hackney carriages 6 02/10/13 Project Board #14 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 7 02/10/13 English Heritage Pre-application meeting re SQ design adjacent to Wyndham Court (listed building)
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8 21/09/13 Station Quarter Farmers Market
1st market 9 24/07/13 Project Board #13 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 10 08/07/13 F&C Reit Meeting to discuss Overline House 11 06/06/13 Project Board #12 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 12 06/06/13 Network Rail/SW Trains Meeting to discuss car parking 13 15/05/13 Les Asher, for F&C Reit Meeting with SCC planning to discuss Overline House frontage 14 01/05/13 Project Board #11 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 15 25- Public Exhibition Of Very well attended – results complied by Halcrow (see below). 26/04/13 Preliminary Designs, Wyndham, Place
Consultation and Engagement Diary 04 Consultation & Engagement Diary
Comments from Public Exhibition (25th/26th April 2013) Related to Phase 1
No. Comment Designers Response Action agreed with Client
1 2 3 4 Representative of cycling group: Please note the existing dropped kerb on the south side of Grenville Although not a designated cycle route Agreed 5 House. This should not be obstructed by taxis at the new location of the rank. Cyclists use the route (some we note the importance of dropped responsibly others not) beneath the HSBC building to get from Hill Lane to Blechynden Terrace and the kerbs for numerous user groups. We will Station. consider this at detailed design stage.
6 Resident on Morris Road – Major concerns about the existing ‘rat-running’ that takes place and fears the Discuss at next design team meeting Dealt with through resident consultation proposals will make this worse. 7 Mayflower Workers – Concerns that the numerous elderly visitors travelling by coach will not be able to Discuss at next design team meeting Consider possibility of providing drop off near be dropped off outside the theatre. theatre. Design Team 8 City Design Team Kay Brown – Ensure a range of seating styles are provided to include arm rests and Noted. Also consider the re-use of the Consider during detailed design. backs. existing relatively new timber benches at AW/CT Essential that the proposals include preventative detailing in relation to damage from skateboards and trick Wyndham Place. bikes Design team are well aware of the skateboarding issue. Will be considered during detailed design 9 First Wessex (part of Champions Group) – Still have concerns regarding the proposed coach parking Discuss at next design team meeting Discuss with coach group. location and the noise of coach engines running outside of residential properties they manage. SW
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10 Concern that the station drop off bay will be used as collection point as well which will cause a back log of Are the design team happy this may No action vehicles. Even if signage is provided directing people to the short stay facility people will still abuse the happen? Quite possible that people will arrangement as it will not be managed. quickly drop people off along Blechynden Terrace anyway even if there are double yellows. 11 University Halls – They need to understand the arrangement of highway elements in relation to their uni Halcrow to issue proposed line marking Drawings issued no further action. bus lay-by and the advisory cycle lane. Please send through a drawing and explanation. plan at that location. (They have already issued the plan showing detailed location of their lay-by) 12 Local worker – Major concerns with the buses queuing up on Wyndham Place and at the junction with Consider arranging an evening site Consider possibility of providing drop off near Blechynden Terrace. Thursday in particular is very busy with the matinee performance at the theatre and observation. Perhaps take video. theatre. normal rush hour. Fears that the proposals will make the situation worse. Suggested that the design team Design Team visit the site when one of the big name matinee performances is showing. 13 Coach parking – when the football is on at home, 4 or 5 double decker buses park in the existing The existing length of coach bays is See 5 above, consider signing to switch of designated coach bay. The constant rumble of engines is a frustration. replicated at the proposed location on engine. West Park Road. Education to bus Design team operators on switching engines off 14 When the Mayflower has a change of show, lorries and trailers use the designated coach bays as well as Need to fully understand service Discuss with Mayflower the access road immediately east of Wyndham Court. requirements of Mayflower Theatre. SW Arrange a meeting.
Have the proposals taken this into account? 15 City Design Team – Richard. Suggest removing the front two taxi rank bays to avoid pedestrians moving AW and SW looked at this on site and Agreed, feed back to taxi group between vehicles. noted the location of an existing light SW column and agreed that this proposal would also help facilitate the inclusion of the taxi shelter (adjacent to the column) away from Costa Coffee.
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16 Andrew Winkworth Investigate route from Station to No action, through legible cities Associate CSC Consulting Structural & Civil Engineers. Southampton. Very positive – Stadium. Football fan – Can we create a ceremonial way / signature route to & from the Stadium? On match days can the public realm around the Station be utilized to sell merchandise / food / drink / promote sporting events in the City. Very poor information for people arriving on match days.
17 Arthur Jefferys Research Bursleden Brick No action on buses City of Southampton Society (Heritage) http://www.coss.org.uk SCAPS – Southampton Commons & Parks Protection Society. http://www.scapps.hampshire.org.uk/ Railway footbridge mentioned to NR. Possible Buses should let passengers alight along Blechynden Terrace & not Wyndham place. Not happy with our inclusion within south side bus proposals. He thinks his earlier comments and views given at previous consultation were not being SW taken into account. However – generally enthusiastic about the whole scheme - particularly the interpretation & contextual studies.
Railway footbridge enhancement / refurbishment. Why is this not within our remit? What happened to flags of various nationalities which used to be on the footbridge? Did we know? - Bursleden Brick used to build Blechynden Terrace (Emperia Buildings). River Sid – Rollesbrook Stream / Sideforth – he was very informative about the history of the railway. Chairman of two local societies. 18 Veronica Tippets City of Southampton Society No Action Noted Very positive about proposals particularly the interpretation and vernacular associated with the site. Talked about the origins of Four Posts. Heritage / Myth / Legends of Southampton / Literature / History. Southampton – only coastal city with 4 tides & 2 rivers – investigate? 19 Warden of Wyndham Court - Kelly Discuss use of park & possibility for play Pass to Neil re park What about her idea for a children’s play area within the proposals for the Community Park (Emperia area. SW Buildings ruin) as there is nowhere else for children to play safely. Not allowed to play within the precincts of Wyndham Court as this is too noisy. More children are now moving with families in the new flats (Empire View). This raises the question of balance between formality and informality in the park design. Do we promote this as part of the route from Station to Civic Centre etc or a community led & oriented space for ad hoc use by Wyndham Court Empire View residents or both. 20 Kay Brown SCC City Design Manager No Action Follow up with Kay Brown She responded positively to the scheme and the developments since the draft scope proposals were CT presented. The Canal Edge / Shoreline feature work was commented upon as something which could influence / be integrated into work within the masterplan for the Maritime Promenade.
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21 Tanja Hatcher – works at Frobisher House Suggest education on turning engines See 10 above Her Parents lived in Wyndham Court and now are residents at Empire View. off when stationary for anything other than short periods. Concerns raised over management of parking & coaches on Blechynden Terrace. 22 Fiona Crocker – Resident at Wyndham Court CT spoke to her about 2 levels of the Invite to next board meeting Expressed concerns over lack of invitation / access to Champions Group / Residents group. multi storey car park on West Park Rd SW recently becoming available (300 Expressed concerns – all about traffic & lack of / & reduction in public parking spaces – particularly with spaces). Her comment was that she did reference to locals and relatives visiting. not feel safe there & neither did her SW has responded directly Mayflower trailers with theatre equipment / sets, parking overnight on Blechynden Terrace and the friends / family. adjacent street. Bus stops on East side Wyndham Place make turning left or right from both car parks potentially dangerous. Any pedestrians trying to cross may also be vulnerable.
Central reservation is a bad idea as it is too narrow.
Who is paying for the lighting enhancement of Wyndham Court – the residents?
23 Anonymous – Resident of Empire View No action No Action She was very positive about whole scheme – particularly the possible retail along Overline House. Had incidentally – as a resident - built up a detailed observation about traffic / coaches / taxis / trailers etc currently stacking up along Blechynden Terrace & how much noise they make and when the quiet times and busy periods are. She was relieved by our proposals to change this.
24 Southampton resident with business on Bedford Place Raise the issue with Network Rail as a See 14 Cyclist – wonders if anything is being done about poor cycle access across the railway North / South. The project they may wish to consider for existing footbridge is not easy & the 1930’s Station Bridge is too narrow & busy. Could a new foot & cycle improvement. bridge be considered? 25 Lorraine Barter – Polygon Resident Action Group est. 1997 [email protected] Double check the SCC design guide and BBLP have tested, above min requirements, also Raised issues & concerns about health & safety with regard to Leemoor paving – particularly around Sea if there are any other reported accidents on approved list. City Museum. She recommended that it should not be used on our scheme! She was very keen that we relating to this issue. address issues of slippery paving & wanted to know all about the materials we were proposing. 26 Polygon School http://www.polygon.southampton.sch.uk/ Email Board 1 of the exhibition or send SW to action https://moodle.polygon.southampton.sch.uk/ link to SCC website. A teacher brought down 6 students who were studying the history of the local area and we talked about the new proposals & how they were influenced by the contextual studies we had done. The children then asked questions. The teacher asked if we could supply a pdf which contained contextual images of the research etc. Mick Quinn (Head of humanities) at Polygon School [email protected]
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27 Mrs Faughey – FOSMAG – Friends of Southampton’s Museums Archives & Galleries – How are we delivering signage & No action http://www.fosmag.org.uk/ information? She expressed concern about the loss of the tourist information centre in the city centre. If we are proposing to redevelop the Station area & enhance the ‘Gateway to Southampton’ ought we to be Bus and train times are to be displayed considering how we pass on information about the city? Should there be a tourist office within our scheme? on a totem scheduled for installation Very much liked the contextual studies and historic evidence as well as the general proposals for the new shortly. scheme. Assume SCC are continuing to roll out the City ID style signage across the city centre (as per London Rd) 28 Aiden Cooper – SCC Decent Neighbourhoods Project Working / engaging directly with younger No action Very much interested in the views and responses of Wyndham Court and Empire View residents. Very groups who may use the site in ways we keen that the scheme and outcomes are led by consultation & the needs of local residents as much as our are not familiar with – or see as aspirations for the site as a significant point of arrival & transport interchange. detrimental to the public realm, such as skateboarding & trick bikes. How are proposing to / have we engaged with younger people? We discussed his experience of working with artists on projects where engagement was not easy and how to build on this. We need to be inclusive and not simply work on the risk analysis but engage directly.
29 Martin Okoroego M.A. Event One 7. SCC to consider. No action Local Consultant - Urban & Regional Planning & Regeneration Links via City ID style signage? ‘Promote links between Cultural Quarter & Station Quarter & promotion of understanding as to what this means. Didn’t really comment on the scheme other than a general approval – but was very interested in how the scheme dovetailed into the city. [email protected] / www.event-one7.com 30 Edita M Aquino – retail importer. Brit Phil Enterprises Ltd. Lymington No action. No action Very positive – pleased about proposals as retail opportunities may increase and she would be interested in taking a unit in the vicinity to build her import business. 31 General Comments / Views / Concerns Parking & accessibility still a major No action Is the provision for dropping off / picking up people at the Station & short stay car park sufficient? concern. Is the proposed short stay parking adjacent to the station entrance visible enough? Public parking is now allowed on two floors of the West Park Rd multistorey – approx. 300 spaces. Only 31 Should we be considering cycle & spaces for public use have been lost within the current scheme. This fact does not appear to console pedestrian provision / movements North people about the much smaller number of lost spaces within the scheme. – South across the railway line. West Park to South Station footbridge / cycle route – feature architecture over the railway. Cycle & Footbridge next to Station Bridge. Generally very positive feedback about the proposed uplift for the whole area. Positive about the retail element for Overline House. Many positive comments on the history & contextual work.
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32 Resident in Wyndham Court The design has tried to mitigate this See 9 above Concerns about the buses stacking on Blechynden Terrace – how does the design deal with this issue. problem as much as possible by moving the existing bus stop on the north side of Blechynden Tce to Wyndham Place. Further to this the taxi rank has been moved to the west side of the station which should ease congestion generally along Blechynden Tce 33 Owner of Co-op Generally upset about the retail plans that F&C Reit have – afraid that competition will drive out local No action required Client to work with F&C to try and prod them into business when F&C take in the ‘highest bidder’. Made some suggestions about what sort of retail could be a more supporting retail environment that allowed there but ultimately that decision rests with F&C. considers existing trade. 34 Resident – Morris Road See 14 above Pedestrian / Cyclist conflict on over bridge as well as the validity of the overbridge as a cycle route. This should ideally b picked up when the Suggestion to create a better north / south link for cyclists where they did not have to dismount would be Southside works are initiated. preferred. 35 Resident – Devonshire Road No action Likes the banned right turns in / out of Morris Road, but would prefer that there was a banned left turn in from Commercial Road as well 36 Business Owner – Devonshire Road No action Likes the banned right turns and pedestrian facilities but wonders how the changes to the junction will affect the other busy junctions in the area – he suggested that we check to see the affect on the Hill Lane / Milton Road Junction. 37 Police Noted, No action Although they acknowledge the reasons for the traffic signal changes, they find that the right turn out of Morris Road is incredibly helpful – admittedly they use the road as a rat run as well. However, when they do need lights and are in an emergency they stated that they would still use the route if really required under the new changes. Also asked if a ‘Oxford Circus’ like crossing junction could not be implemented on the Wyndham Court / Commercial Road junction. Lastly would like for a cycle lane to be implemented on Kingsbridge Labe 38 Resident on Morris Road Could Morris Road have traffic calming and / or be a 20MPH Zone? Not likely to be picked up as a part of Will be put forward as a suggestion to the this project. Transport team as a wider area approach with residents looking at traffic problems north of Commercial Road. SW
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Title for this section??
Item Date Event Notes/Outcomes/Key Issues/File Ref
1 25-26/04/13 Public Exhibition of preliminary designs, Wyndham, Place Very well attended – results complied by Halcrow (see above). 2 26/03/13 Les Asher, for F&C Reit Meeting to discuss Overline House frontage 3 21/03/13 Members Briefing Presentation of scheme to invited Ward members. 4 20/03/13 Ministerial visit/Rt Hon Norman Baker MP Scheme visit inc Cafexpresso 5 14/03/13 Champions Group @ Mayflower Theatre Presentation of latest designs, + Events programme. 6 05/03/13 PROJECT BOARD #10 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 7 05/03/13 Network Rail/SW Trains Meetign to discuss car parking 8 270/2/13 Paul Smith, F&C Reit Meeting to discuss Overline House 9 04/02/13 PROJECT BOARD #9 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 10 28/01/13 John Burke, Licensing Officer Meetign re proposed area-wide performance licence. 11 04/12/12 PROJECT BOARD #8 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 12 04/12/12 Champions Group A huge thank you to you all for, once again, giving up your time so generously to contribute to the Station Quarter Project yesterday; your enthusiasm for the project really does help secure it’s future. I have written up the notes at the bottom of this e-mail as a reminder but also to share with those that weren’t at our meeting. Overall people you were all very positive about the scheme and keen to see it start on site as soon as possible. Southampton City Council (SCC) are hoping to start on site in Sep 2013 with phase one of the works – the area outside the station and possibly Overline House. SCC currently have the finances in place to complete phase 1 from the highways team budget via the Local Sustainable Transport Fund. The aim is to use the existing committed finances & enthusiasm from you (as a Champions Group) to leverage in additional funding for the further 4 phases. SCC are looking to fund the works to Blechynden terrace from various sources including s106 and housing grants. Forming a strong Friends of Group may make it possible to apply for new sources of funding. The next steps are for more detailed design, strategic work around trying to leverage in funding for additional phases. There is also a piece of work to arrange a license for the Friends of Group for events in the open spaces around the Station Quarter. In terms of keeping you all informed about how the project progresses it seems that sending out a link to register for e- alerts would be useful and if an e-magazine is produced I will circulate it amongst you all. It is likely that Steve or myself will convene another session in Spring when we have moved forward with the all our actions. In the meantime any questions or comments just drop me a line and I will do my best to answer or pass it on to somebody more appropriate.
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Notes from Champions Group Session – 4th December 2012 1. Area outside Frobisher House – to be used as an event space with a large seating amphitheatre. This area can become a wind tunnel & this makes people not want to sit. The design team are aiming to use we're using trees to break the wind. Seating outside Frobisher House needs to be comfortable & made from a warm material like wood 2. The Corner of Wyndham Place & Blechyden Terrace – which is converted into parking & some planting. Vans park here at the moment & ruin the grass. This is a management issue and we need to work with housing to ensure this doesn't happen 3. Maintenance is really important - how are you going to prevent failed block paving like in Guildhall Square? The design team are aware of the issue in Guildhall Square & will keep this in mind when going through the detailed design 4. Crossing Wyndham Place – a central median is provided to allow crossing in two stages and a change of surface to accommodate the diagonal desire line. Will there be a formal crossing in the middle? We might try a zebra crossing as people won’t wait for a signaled crossing – but need to test the impact this will have on the traffic as we don’t want to create more congestion. 5. Kingsbridge Lane Need to sort out the clash of cyclists & pedestrians on Kingsbridge Lane as cyclists come down this hill at very fast speeds. 6. Crossing West Park Road at the corner of Blechyden Terrace This is a very tricky crossing due to the blind corner – it needs a dedicated crossing. This is particularly true if you are going to move the coaches to the other side of the road (outside the car park) The aspiration is this becomes just a drop off point or coaches drop off in front of the Mayflower & coaches park elsewhere but this is a longer term goal. 7. Is there a plan to include this are in the 20mph area? Not at this stage. 8. Wyndham Court & Blechyden Terrace Gardens Can there be a community space in the hub café as there is very little community space in the area? The detail of this space is not worked out yet but this idea can be passed on to the design team. Can we let people know the historical value of Wyndham Court as many people do not know that it is listed or why it is listed? Need to leave vehicle access through Wyndham Court Can a play facility in the new gardens as there is nowhere immediately around the area for children to play? Can we use St James Park be used as a reference as this is a fantastic community park. A café in this space is essential to making it work and feel safe. 9. Friends of Group for SSQ There is still momentum to set up a friends of group for the area which can hold an events license and could then apply for funding itself e.g to the Big Lottery 10. Potential New Retail at bottom of Overline House There is concern that if the mix of the business offer is not carefully managed then retail in the whole area may suffer. Could SCC put together more of a masterplan for the type of retail the area may offer?
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13 19/11/12 Southampton Society Brian Sefton + Southampton Society x 3 –
Many thanks for finding time to meet today – and apologies again for being late. I thought it was a very productive session.
My summary of the group’s initial concerns is: 1. The footbridge is potentially hazardous underfoot – especially for older and disabled people. Can it be improved as part of the current project? 2. The footbridge at one time was decorated with flags the read ‘welcome to Southampton’. Can a similar treatment be made as part of the current project? 3. Can a free route, internal to the station, be found, that allows people wanting to cross between the north and south sides of the station without using the external public footbridge? 4. If the Overline House car park becomes available, could this be used as the bus interchange? 5. Could the free bus be re-routed to start on the north-side and pass Sea City museum? 6. Are there opportunities to offer cycle hire facilities at the station? 7. If funding becomes available to refurbish Bletchynden Community Gardens, could a “2nd WW memorial theme be introduced? 8. Can care be taken in minimising the potential for skateboarders to damage infrastructure? 9. Public toilets would be a useful addition.
I will raise all these matters and respond more fully in the coming weeks. Please feel free to add further commentary.
14 23/11/12 Paul Smith. F&C Reit (Overline House) Update meeting 15 07/11/12 Linda Mcord – Passenger Focus JR met and walked through the scheme with Linda Mcord from Passenger Focus. Key issues: ensure access group are involved in final designs; way-finding upgrade; link to COACH station for onward journeys. 16 06/11/12 Project Board #7 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter
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17 25/10/12 Taxi Consultation Station Quarter (n) interchange and public realm improvements Taxi Consultation – meeting notes To: Phil Bates, Phil Marshall, Simon Taylor, John Harvey, Ian Hingley DATE: 29th OCTOBER 2012 John Roseveare (Parose/BBLP) introduced the Station Quarter Project, outlining the consultation events to date including : a) an initial street-based consultation engaging people in their views on the space (results appear in the SCC website) b) a question in the bi-annual Unmet Demand survey, where a specific question was tabled about facilities on the north-side of the station. The three top concerns were: i. Facilities for drivers (90.4% of hackney carriages and 67.7% of private hire thought this lacuna important) ii. Length of rank (87% of hackney carriages and 45% of private hire) thought the rank should be longer) iii. Drop off and pick up – about 50% of hackney carriage and 66% of private hire thought this important ie could be improved) c) A public exhibition in July 2012 and survey which showed a high level of support for the scheme (over 90%) including the change to the arrangements for taxi’s (results appear on the SCC website)
The schemes principal designer, Ian Hingley (Urban Movement/BBLP), gave a presentation outlining the key elements of the scheme including: i. provision of a dedicated toilet facility; ii. increase in the length of the rank and realignment to be facing towards the city centre with pick-up opposite Costa Coffee; iii. improved drop-off facilities.
Representatives from the taxi trade made the following observations: - need to consider movement of delivery vehicles, especially Costa Coffee at 2-3am in the morning; - the back up rank in the car park should ‘be in eyesight’; - officers should talk to operators of the Parkway scheme where similar arrangements have been instituted; - designers should consider an awning/cover immediately outside the station entrance to help minimise the impact of bad weather. Generally the representatives gave a cautious welcome to the scheme and appreciated the opportunity to comment at this early (outline design) stage.
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18 02/10/12 Project Board #6 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 19 18/09/12 Groundworks Meeting to explore incorporation of Bletchynden Gardens in city-wide programme to develop open spaces with Friends of groups. 20 04/09/12 Project Board #5 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 21 11/07/12 JR/FB – presentation to E&T senior management team Series of suggestions made inc: Links with housing & open space.
22 11/07/12 JR/AD – presentation to Cllr Asa Thorpe – portfolio holder Well received – including MSCP.
23 5/6th July 2012 Public Consultation EXHIBITION Southampton Station Quarter Comments from 5th July Ian Hingley Themes that came out: 1. Loss of parking in Wyndham Place 2 people mentioned concern over this from the perspective of local businesses, particularly the music stores. 3 people mentioned concern over this from the perspective of visitors to Wyndham Court needing it for parking. Everybody concerned about this thought 20 minutes free parking would be good. 2. Confused priorities on the right turn into Wyndham Place from Blechynden Terrace. Will this turning just end up being blocked by right turning buses? 3. Drop off & collection point in front of station. Concern over u-turns & 3 point turns in front of station by people dropping off & collecting. Would a control reserve help? Or making a clear turning area would be important & ensuring it doesn’t just get occupied by the taxis. 4. Bus ticketing arrangements at present limit the use of buses. 5. Access into Wyndham Place underground parking is slow with the gates and this can cause issues backing onto Wyndham Place. 6. Taxi move very well supported by residents and commuters alike (NB – no taxi drivers came & spoke to us) 7. Locating all buses in Wyndham Place a good idea. 8. Request/ addition – a cycling lane up and down past station. 9. All other proposals well supported apart from the lawn in lieu of parking. Concern over the lawn is that it will just be muddy and unusable for most of the time.
Chris Tipping
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1. Man in suit – HSBC Norwich House. He was very interested in the scheme & looked at the PowerPoint too. Q. Could Wyndham Place be Taxis & Buses only? Had this been considered? He was really surprised that the historic shoreline was so close by. Q. Is there potential for more green space & parks in the area? 2. Man with sunglasses & red jacket - Wyndham Court resident. He liked the Phase 1 proposals a lot, but disliked Phase 2 proposals because they reduce parking in front of shops on Wyndham Place. Took great interest in PowerPoint & watched several loops and said he had seen quite a lot of these images, particularly of the old Power Station which is now the site of Toys’r’Us. 3. Two women – both residents of Wyndham Court. One is a member of the Champions Group. Wholly supportive of the scheme & talked excitedly about how the views from their windows may change. One overlooks Blechynden terrace, the other, Commercial Road. One lady worked for Southern Water and knew where all the conduits & drains were sited. The other talked about a big pond which would often form on the site of the new apartment block adjacent to the Theatre at the junction of Blechynden Terrace & West Park Road. 4. Several male employees of Grenville House, one with beard & sandwich. Often had lunch outside & all thought public realm was poor. All identified proposals as positive. Q. Where are taxis going? Q. What about the Park? All pointed to the broken seat nearby. All approved the phasing of the works. Q. Is funding in place? 5. Lady with hairdo & wheelie shopping trolley - Wyndham Court resident. She was concerned over the loss of parking. She perceived there to be a great loss of parking. Ian Hingley discussed the issues with her. 6. Man with pushchair & four teddies. He liked what he saw. Q. Are you changing things? 7. Two ladies sitting at table outside Café Expresso. Both were watching the PowerPoint on display inside the café. Both liked the images / information on the historic shoreline & particularly the Southampton to Salisbury Canal, as a past relative of one of the women had worked as a Bargeman from Salisbury, & she thought he had connections with the canal. 8. Transport Policewoman – Overline House. Q. Where will Police parking be removed to? She said she learnt a lot of history from geeky male colleagues who had interests in steam trains & history. 9. Man from Frobisher House. The lunchtime music was too loud & his colleagues on the first floor were complaining. He was concerned about proposals for impromptu music / events in the amphitheatre areas in the future, but understood the need for development & an upgrade of the area however. 10. Man from Orchard House - approved of the scheme. 11. Lady from Skandia Point. Worked there for 10 years & does the rat run every morning & evening. Crosses Commercial Rd when lights are red – (not at crossing point) - & following desire line footpath through bushes & dirt path onto Wyndham Place, crossing car park & Blechynden Terrace to reach the rail footbridge which she crosses to catch the free bus to catch the Hythe Ferry. She is very keen to see changes made & approves of the scheme ! 12. Jane Oddie is a food stylist with business connections in Southampton & a flat on Bedford Place. Q. What are we doing for skateboarders? Her son is a skateboarder. She liked the idea of street markets / farmers market / French market etc. trading from Wyndham Place. She talked about Transition Southampton - http://transitionsouthampton.org/ Also mentioned The Gantry, Southampton’s Art Centre which was an energetic art & theatre venue based in the old Drill Hall Buildings behind the Mayflower on Blechynden Terrace which closed in 2001. http://www.youtube.com/watch?v=krZu76FUKLU&feature=relmfu . He talked about Bristol waterfront amphitheatre & Basingstoke Station public realm.
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Catherine Greig General themes from champions group participants who dropped in and out. Overall positive, particularly animated space and safer crossings when you come out of the station. People all wanted it to be a destination and that you came out of the station and felt like you were in a city. Parking outside Guitar Store/ Drumzone was the most commented on issue and a feeling that this will make business unviable. The grass lawn wasn’t a strong enough idea to make people feel that it was worth it. Other passers by also commented that this parking was good for nipping in & out of. Concern over whether the shared surface will be used appropriately and who will enforce it while people get used to using it in appropriately. A lot of the cyclists felt it was OK for confident cyclists but to encourage more people to cycle dedicated routes would be needed. There was a cynicism that bus drivers would yield for them if they came through Wyndham Place. There was a general feeling it isn’t an easy place to cycle and it needed to be clearer what was going to make it better for them/ encourage more people to cycle. A whole group of 18 Mayflower staff came down and were excited that the improvements would stretch up to them and bring them into the area more. They wanted to know people would be able to find them. Cycling enthusiast: Can’t have ambiguous surfaces so need to clarify how people turn around outside the station. It could be a bit of a free for all. Will there be a shelter for people waiting for taxis? as they will have to cross the road and wait Resident: It is good to keep the trees and have planting as it adds colour, it is such a grey area. It needs to be well maintained as the broken slabs, litter etc. make people feel unsafe. After 8pm it feels really unsafe around this area. In general it would be really great as it would be the gateway to the city. Local business owner: Need more parking outside music shops, & 20 min free parking. If parking was changed to maximum 1 hour that would keep the Mayflower cliental out. Buskers in the area would be great. Cycling enthusiast: What is going to make this better for cyclists? There needs to be stronger provision for cyclists through the area. This big cycle route needs to happen. Local business owner: You’ve got it right on one side but not outside music shops. We need more parking. HSBC employee: Having music is great. Totally changes the atmosphere Steps would be great to sit on.
Consultation and Engagement Diary 04 Consultation & Engagement Diary Overline House employee: Station turnaround space is missing, where do people turn and what controls people from not doing a u-turn anywhere they like. Could a turnaround space be marked out? HSBC employee: Is it radical enough? This needs to be a great welcome to Southampton. It would be good to feel like this is the centre of Southampton Mayflower employee: This would be much better, love the idea of Mayflower boulevard Just the gasebos make it better and the music gives it a real buzz Is the paving changing? Wyndham Court Resident: Not being able to turn right at top of West Park Road is really annoying. It is so conjested that the buses & taxis need to be moved apart so this idea is better. Overline House employee: Car park won’t feel safe if it is shaded with trees etc. Improving the lighting across the site will make it feel safer at night. Once it is dark this area feels really dangerous, particularly from the female perspective. Group of HSBC employees: Existing road layout is poor and the turning at the bottom of Wyndham Place onto Blechyden Terrace. Love the idea of music and entertainment outside. Stunt bikers x 2: Like the amphitheatre idea as it will be great for stunts. Frosbisher House employee: Will buses think they have right of way turning into Wyndham Place because of the change of surface outside station. Employee who cycles to work: Need a clearer cycle route. Need to promote Southbrook Road as a cycle route. Cycling Enthusiast: Need a better bridge over the railway as this is really difficult for bikes & buggies. Resident : Concerned about turning between Wyndham Place & Blechyden Terrace – will people know who has the right of way? Employee who cycles to work: It’s alright for confident cyclists but turning onto Commercial Road is really hard. Mayflower visitor: It is really lovely to have music, feels like we’re in a party. It drew us into this space. Employee: Having all the buses in one place is good but needs to be easier to know which bus goes where. Employee: I have worked here for 9 years and it has never had such a lovely atmosphere (with music playing)
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24 26/06/12 Project Board #3 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter 25 18/06/12 FB & Leader of the Council (RW) Received favourably 26 18/06/12 All ward Cllrs invited: attendees = Main considerations: - pick up and drop off area may become congested - possibility of taxi drivers being unhappy - a worry about un-maintainable items eg water feature 27 13/06/12 Cleansing Area Co-ordinator : Jayne Goddard Meeting held at the Depot. [email protected] Area cleansing regime reviewed in terms of potential improvements. Agreed the best approach would be to provide a dedicated sweeper with machine. No funding available from the cleansing dept, but agreed there was potential for businesses to locally producer a single commercial Waste supplier, with savings going to the uplift needed to provide a dedicated sweeper. 28 Street Lighting Officer (PFI): Mike Adams t.b.c. [email protected] 29 11th June DB, KB. FB, PM, etc al Minutes held at? 30 30/05/12 City Plan Delivery Board / PM, JR, VW Issue satisfactorily resolved. Site visit with UoS & consultant team re West Park Rd 31 29/05/12 PROJECT BOARD #2 Minutes & pre-meeting report held at T drive: Transport Policy/Station Quarter Following considerations raised by SW Trains & N Rail: General: both noted the open appearance of the forecourt area and recommended a site visit to Wimbledon where are similar arrangement had been put in place and teething problems experienced. Anti–terrorism: PD noted that this would have to be considered at some stage. 20 minute waiting bays: new position seems ok, - reminder that its a contractual requirement. To provide. Deliveries: will need clear strategy and enforcement to enable smooth passage of deliveries to station shops. Forecourt trees: need to ensure sightlines are not obscured by trees and bird guano does not become a problem – as it has elsewhere. Wayfinding: need to ensure full integration with other programmes eg Legible Cities & Real Time Info provision – possibly extending to the new enlarged public areas. Bletchydnen Terrace Open Space: noted that the trackside wall is in poor condition and will need to be dealt with as part of the improvement programme Cycle parking: provision of 200 = too low = 300+ more appropriate. Disabled bays: strict adherence to regs important as a court ruling is being pursed at one station for non- compliance. 32 24/05/12 UoS Mayflower Halls development inc DC (Vannesa Layout of West Park Road now needs to accommodate 4 x coach bays + new bus stop for U2. White) Further meeting set for 30/5
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33 23/05/12 Parks & Open Spaces: Cliff Brown Ian Hingley from Urban Initiatives presented the scheme. UI to produce short note of meeting.
34 14/05/12 Southampton Action for Access (SAFA) Geoff Wilkinson, JR presented the outline scheme: Andy Brook Main comments: - Overline Car Park can be confusing as its private - - ped conflicts outside the station entrance may arise if ‘shared space’ is used – but generally not against this per se - way finding signage is important - What is the operational mechanism for dealing with periods of replacement buses ? - Agreed site visit withjn 2-3 months 35 08/05/12 Peter Hine, Future Southampton (Chamber of Commerce) JR presented the scheme. + 3 others Main comments: - car parking link to train tickets could be explained - coaches and lorries for Mayflower on West Pk Road need to be on the right side - what is the provision for cruise ship passenger coaches on southside? - Blechynden Terr Open Space will work best if the SW Trains car park is developed - Wider parking rationalisation could consider all commuter parking to be ion the southside? - Internal station signage/way-finding could be improved within Wydnham Place: - explain delineation of modes - Could provide a ‘bus buddy’ for 1st 6 months of operation to help people deal with changed layout - Is a ‘go to the front’ bus arrival system (similar to UoS) possible with good quality RTI? 36 02/05/12 Bus Partnership Quarterly Meeting Oli D presented scheme. Comments minuted. File ref: 37 01/05/12 PROJECT BOARD #1 38 25/04/12 Champions Group Presentation of outline plans by UI & Chris Tipping. Main findings recorded by Catherine Greig @ make:good. 39 24/04/12 SCC Licensing Manager :John Burke 1. The Unmet Demand survey report by Halcrow is finished, but not yet a public document as it doesn’t go to Committee until late May. The points below should therefore be treated as confidential. 2. We agreed there was no value in carrying out separate consultation with the taxi’s representative bodies until after the committee meeting. We agreed the public exhibition in July should be sufficient to convey the scheme to the drivers, if they have sufficient notice. The report divides responses into private hire and hackney carriage vehicles. a. The report finds no Unmet demand in the City Centre. b. In response to the specific question we asked about the main issues around the Central Station the three top concerns were: i. Facilities for drivers (90.4% of hackney carriages and 67.7% of private hire thought this lacuna important) ii. Length of rank (87% of hackney carriages and 45% of private hire) thought the rank should be longer iii. Drop off and pick up – about 50% of hackney carriage and 66% of private hire thought this important ie could be improved)
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3. I ran through the outline design with John B. He made the following observations: a. We will need to show that the new rank is longer than the existing one; b. We will need to demonstrate that the pick on the opposite side of the road is a well signed & easy ‘road crossing’ for their customers that won’t conflict with other road users; c. We will need to show how the new scheme deals with both hackney carriages and private hires & is consistent with the treatment on the southside of the station; d. There is potential conflict at the entrance to the Southbrook Road car park (N) and inside the Southbrook Rd Car Park (S); e. We will need to demonstrate accommodation of delivery vehicles; f. We should show a toilet facility for the drivers; g. The existing taxis shelter has information + a plaque for a taxi driver who died which should be re-sited; h. The turn around in the Southbrook Rd Car Park (S) should ideally have a taxi ‘lane that joins to the I think we can meet most of these expectations but will need to ‘sell’ the scheme to a sceptical audience. We can show: a. that the new rank extends from the existing 11, to eg 16+ (by eating into the hedge retaining the Southbrook Rd Car Park (N); b. we can quickly add a driver toilet booth in Southbrook Rd Car Park (S) (NB – there are revenue implications of this, but I doubt these are insurmountable. c. We can suggest a new place for the drivers plaque
I suggest we have a drawing that details the accommodation of points a-h above. 40 17/04/12 Asset Management Nelson Gate = Mapeley John R/Ian H met to present outline scheme concepts. Letter sent 2/5/12 – File ref: Richard Harris + other Mapeley reps 41 11/04/12 Network Rail & South West Trains : Paula Haustead John R/Simon B/Oli D met to present outline scheme concepts. South West Trains (SWT) sub-lease off F & C Reit (who, Phil Dominey in-turn lease the area from the freeholders, Network Rail), which includes the area of parking in front of Overline House that contains 13 short-term parking bays (which includes two disabled bays), 3 South West Trains parking bays for staff and 2 parking bays used by the British Transport Police. The British Transport Police offices (currently located in Overline House) are about to move to the south side of the station (possibly into the old Postal loading bay area). Therefore these parking bays will not have to be re-provided as part of our proposals. The provision of the short-term parking bays (including the disabled bays) forms part of SWT ‘Station Access Conditions’ and these should be maintained. It is possible to relocate these bays within the SWT leasehold area relatively easily. Alternatively, they could be relocated onto someone else’s land (such as SCC land), but this would require a contract to be drawn up between the two parties and all of the complications that this may entail. Finally, the number of bays could be reduced, but this would require sufficient evidence to show that the bays being removed were surplus to requirements and would also require approval by Southern Trains (as they also operate trains at Southampton Central Station and so have a say in such a matter).
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The same evidence-based approach would also apply to the removal of any disabled parking bays. If these are to be relocated then they should be within 50 metres of the ‘main’ station entrance (whether this would mean the northern or southern entrance or both is rather subjective). The route from any disabled parking bays to the station should be unopposed (i.e. should not require the crossing of a vehicular carriageway). The staff parking bays are provided primarily for staff who ‘open’ and ‘close’ the station for personal security reasons. It is felt that it would be a personal security risk if these staff could not park close to the station while carrying the station ‘keys’. However, the current three spaces could probably be reduced to two. The introduction of real-time train time information screens are proposed for the foyer of the Mayflower Theatre It was suggested by Phil that real-time bus information could be located in the new station forecourt. The Brompton Dock scheme proposed for Southampton Station will need to be located on SWT land, but should not be located within 50 metres of the station entrance for security reasons. Therefore it is likely to be located in the SWT long- stay car park. There are existing Docks at Guildford and Waterloo stations (the latter is next to lost property). General cycle parking should be provided in two forms – secure (i.e. swipe card access) and unsecure (i.e. Sheffield stands on the forecourt). Swipe cards to access secure cycle parking at other stations can be obtained from ticket offices with a £25 deposit. Not everyone will want to use secure cycle parking, so unsecure spaces should always be provided (there are currently 33 Sheffield stand in front of Overline House). Examples of caged, double-decked cycle parking facilities can be found at Surbiton, Farnborough and Fleet stations. Phil suggested that any cycle ‘hub’ would be best run as a private enterprise, rather than by SWT. However, he did feel that such an initiative had the potential to be successful in Southampton. Examples such as the H2-type model in London seemed to work well. Phil did question where the visible cycle infrastructure was for those travelling to and from the station by bicycle. Why would someone arriving at Southampton station choose to hire a bicycle if there wasn’t a clearly marked and signed cycle facility to the city centre and other key destinations. Had consideration been given to how this might be signed and promoted? Phil suggested that motorcycle parking is hard to control as riders tend to park wherever they can. If possible, sufficient provision should be made for motorcycle parking. The majority of the retail within the station is not serviced through the station entrance, but through a door in Overline House. The only exception is WH Smith. Consideration should be given to how the two cash machines in front of the station will be served. The ‘Station Access Conditions’ include the provision of a public pay phone ‘close’ to the station. However, there is no requirement for more than one phone. BT can be contacted to determine the current phone usage which can then be used to justify any removal. Again, the ‘Station Access Conditions’ also state that there should be a taxi rank close to the station. So long as one is provided there are no other major stipulations. The issue of maintenance was raised, specifically who would pay to maintain the higher quality materials that would form part of the scheme. This is a discussion for the Council, NR and SWT. SWT current franchise will end in February 2017. 42 11/04/12 Bus Operators: Blue Star, First John R/Simon B/Oli D met to present outline scheme concepts. Generally support the proposals. Ideally would like to see the vehicle movements from Blechynden Terrace (East) into and out of Wyndham Place prioritised over vehicle movements into and out of Belchynden Terrace (West). This is a current cause of delay and journey time unreliability that is likely to increase if taxis are relocated to Blechynden Terrace (West).
Consultation and Engagement Diary 04 Consultation & Engagement Diary 43 03/04/12 SCC Parking Manager: Ken Byng John R/Oli D/Ian H/Rich A – meeting to discuss wider parking issues relating to the scheme. 44 26/03/12 Asset Management Overline House – F&C Reit – Paul John R/Ian H met to present outline scheme concepts. Letter to be send 2/5. File ref: Smith 46 12/02/12 SCC Licensing Manager : Richard Black John R/Catherine G met to discuss progress. 47 10/02/12 Champions Group 48 06/02/12 SCC Parking Manager: Ken Byng John R/Alastair D/Richard A: meeting to review data collection for parking rationalisation study. 49 26/01/12 Champions Group 50 51 20/01/12 Chamber of Commerce: John R/Phil M/Oli D held Initial meeting to introduce idea including MSCP. Peter Hine 52 19/01/12. Champions Group: 53 Dec ‘11 Project Kick-Off Meeting inc Nick Farthing, Rosanna Summary reference document issued April ’12 describing outcomes from this session. Coppen, UI, Chris Tipping, Parose Projects, etc. 54 Dec ‘11 Bus Operators: Simon Bell Simon B/Richard C/Paul W + operators introduced to the idea at the Quality Bus Partnership joint meeting. Aware of project.. Suggest getting the project onto AGENDA for next Quality Bus Partnership joint meeting. 55 Nov ‘11 Asset Management Nelson Gate = Mapeley John R held Initial meeting to introduce idea including MSCP. Richard Harris + other Mapeley reps 56 Nov ‘11 Asset Management Overline House – F&C Reit – Paul John R/Alastair D held initial meeting to introduce idea including MSCP. Smith 57 Nov ‘11 SCC Parking Manager: Ken Byng Initial meeting to introduce MSCP concept. 59 Nov ‘11 SCC Licensing Manager :Richard Black John R/Catherine G held initial meeting Nov ’11. Question added to bi-annual survey. 60 Nov ‘11 Network Rail & South West Trains : Paula Haustead John R/Simon T/Simon B held Initial meeting to introduce idea including MSCP. Phil Dominey 61 Nov ‘11 Southampton cycling Campaign: Dilys Gartside Catherine G held initial consultation Nov ’11. Some comments forwarded. (CycleWise) 62 Oct ‘11 Head of Economic Development : Project outline presented Oct ‘11 Dawn Baxendale 63 Oct ‘11 Portfolio Holder: Cllr Daniel Fitzhenry Project outline presented Oct ‘11+ introduced project kick-off meeting Dec ’11. 64 Oct ‘11 Leader of the Council: Cllr Royston Smith Project outline presented Oct ‘11 65 Wyndham RA Various
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4.2 Creative Street Engagement
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4.3 Public Consultation Display Panels
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4.4 Pubic Exhibition Summary After the initial creative engagement sessions detailed consultation events continued throughout the early stages of design. The results were then feed back through a public exhibition held in Wyndham Square, accompanied by music organised by members the Champions Group.
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SOUTHAMPTON STATION QUARTER Creative street engagement March 2012
Building a brighter future Southampton Station Quarter: Initial Insight from on street Creative Engagement Southampton Station Quarter: Initial Insight Introduction to the Station Quarter improvement project
I take pleasure in introducing you to the Station Quarter Improvement Project. The project focuses on the north side of Southampton Central Station and will be delivered in partnership with Balfour Beatty.
The project is one of a range of new exciting works relating to the enhancement of the built environment in Southampton. It deals with an important area of the city where the experience of both residents and visitors needs much improving. Preliminary data gathering and spatial analysis undertaken by Balfour Beatty and others has identified deficiencies in the way the area works in terms of a transport interchange, walking and cycling, and as a public space. An incredible 5.5 million journeys are made to and from the station every year for business and leisure purposes and the area houses a cross-section of city employers representing as much as 5% of the city’s workforce. This scheme, therefore, has a vital role to play in the satisfaction levels of businesses and residents as well as the local economy.
Context The Station Quarter has been identified as one of seven Very Important Projects in the City Centre Master Plan, a document published in January 2012 and currently out for public consultation. The Station Quarter Improvement Project aims to deliver enhancements to the public realm and new developments in line with the City Centre Master Plan. It will also look to contribute to the economic development and housing growth targets carried in the Master Plan.
Engagement An initial phase of on-street engagement work was carried out in November / December 2011 and interested parties were recruited onto a ‘Champions Group’. This document highlights the findings from this initial phase of engagement work.
I would like to express my delight at being involved in this project and thank all those individuals who have contributed their ideas to how the space can be improved.
Cllr Dan Fitzhenry Portfolio Holder for Environment & Transport Southampton City Council Southampton Station Quarter: Initial Insight Summary of Findings from on street engagement
Initial Insight from Creative Engagement Summary The following pages contain evidence and Following our on-street engagement sessions insight gathered through four on-street in and around Station Quarter and having engagement sessions and explore the results spoken to 186 people who live, work and of our conversations in these sessions and travel through the area we have identified their implications. five key priorities for change:
• Aesthetic • Way Finding • Maintenance In order to change a • Animation • People & relationships ‘‘space we must first
fully understand how, The most important element from the on-street engagement work has been
why and when it is identifying a need to facilitate good being used, by whom, relationships between people to ensure that there is ongoing communication and in what ways the ‘‘ between the business, residential and people who use it feel cultural communities on site and Southampton City Council. it could be improved. The main opportunity identified for Southampton City Council on this development is to change the way that public spaces are managed and animated from city council management into the hands of a local Champions group. Southampton Station Quarter: on street engagement sessions Day 1 Day 3
Key Key The Indicators on the map show where we The Indicators on the map show where we were and when on our first day. were and when on our first day.
The graphs represent the numbers of The graphs represent the numbers of difference groups in the area that we met. 38 difference groups in the area that we met. Workers people Workers Pedestrians Pedestrians 4pm - 5pm Taxi Drivers 2pm - 3pm Taxi Drivers 9 4 0 5 0 0 4 0 0 0 0 3 Bus Users Bus Users Residents Residents Students Students Where we were Where we were
10am - 2pm 25 0 2 3 1 1 70 2pm - 4pm 0 3 1 0 0 0 9 4 1 3 3 0 people 3pm - 5pm people were so busy rushing to the station they weren’t stopping 10am - 2pm to talk 1 20 3 2 1 0
Day 2 Day 4
Key 3 0 Key The Indicators on the map show where we The Indicators on the map show where we were and when on our first day. 2 0 were and when on our first day. 7 The graphs represent the numbers of 7 4pm - 6pm The graphs represent the numbers of difference groups in the area that we met. 11 1pm - 4pm 2 2pm - 4pm difference groups in the area that we met. 0 7 0 0 0 0 Workers 10 0 Workers Pedestrians 16 4 Pedestrians Taxi Drivers Taxi Drivers Bus Users Bus Users Residents Residents 0 Students Students 2 0 Where we were Where we were 10 10am - 1pm 0 4pm - 6pm 8 0 0 4 5 0 0
7pm - 9pm 0 0 0 0 4 0 a specific workshop with Wyndham Court TRA of 78 24 which there are people 4 members people Southampton Station Quarter: Summary of findings: Spread of opinion
Wordles This wordle respresents all of the opinions we gathered. This wordle represents opinions of local taxi drivers
A wordle is a visual representation of words / comments where the size of the text is proportional to the number of times a comment has been made - i.e. the larger the text, the more people have mentioned it.
This wordle represents opinions of local workers This wordle represents opinions of local residents
This wordle represents opinions of pedestrians passing through. Southampton Station Quarter: Main Outcomes: No.1
Physical Space / The General Aesthetic
The buildings all look ‘‘like car parks! It could ‘‘ be much better with some brighter, pretty colour.
Spring Place: Oceana House: Skandia: 390 desk spaces 315 desk spaces 430 desk spaces
Frobisher House: 380 desk spaces
Norwich House: 450 desk spaces
Grenville House: Physical space 100 desk spaces • Safe road crossings across the site. • Increased safe pedestrian area in front of Map Key Overline House: 290 desk spaces the station. • Improved street furniture, providing places Less Important to sit and linger. Quite Important • Better quality planting. • Better quality materials (emulating quality Very Important of Guildhall Square) • Shelter from wind to allow lingering (the Essential lower area of Wyndham Place provides partial shelter) T Layered with average desk space figures in rented offices. Southampton Station Quarter: ‘‘ It’s confusing to navigate - I don’t know which way Main Outcomes: No.2 the town centre is. It doesn’t feel like a city centre. WAYFINDING ‘‘ Wayfinding
• Wayfinding to be integral to the design of the entire site as so many people take such different paths across the site, for different purposes and with very different levels of knowledge of the area.
• Clear signposting at point of leaving station to Town Centre and Mayflower
• Clearer signposting coming off the pedestrian bridge for Town Centre and Mayflower.
• Clearer signposting about optional routes into Town Centre.
• Creating a sense of place of where you are in the Town when you leave the station/ dropped by coach/ arrive by bus. Map Key
Less Important
Quite Important
Very Important
Essential Southampton Station Quarter: ‘‘ It’s just a little scruffy - the planting is not great Main Outcomes: No.3 and not maintained - it’s a haven for rats. Maintenance ‘‘ Maintenance
• Ensure a clear maintenance plan is in place for any proposed works.
• Involve business and resident group in the planting and maintenance of a refreshed Green Space on Blechynden Terrace.
• Work with the Mayflower Theatre Green Team to improve the existing green space on Blechynden Terrace.
• Plan for local feedback on maintenance throughout the lifespan of the project.
Map Key
Less Important
Quite Important
Very Important
Essential Southampton Station Quarter: ‘‘ It really would benefit from some events Main Outcomes: No.4 here - it creates a good impression. ANIMATION ‘‘ Animation
• There is huge potential for testing out ideas for animating the space during the coming months.
• Involve Mayflower programming team in bringing small taster performances out into Wyndham Place.
• Support businesses to test out activities in Wyndham Place including markets and music festivals.
• Bring together a working group which focuses on animating the space both in the short term and once building works are complete.
• Support working group to gain licensing requirements for holding live music and Map Key performance events in Wyndham Place.
Area best suited to testing animation of space.
Southampton Station Quarter: We need a better way of communicating ‘‘ Main Outcomes: No.5 with the council on shared issues, and Relationships ‘‘ seeing how we can work together to make change.
The
Local small Mayflower Relationships & communication business • Establish a way of keeping the wider owners Cyclists community informed with project developments and timeframes.
Large • Bring together a group of project Friends business Champions who have an interest in of seeing positive change around each of the tenant CSR previous chapters (physical, wayfinding, Group teams maintenance and animation). The Champions • Empower this group to drive forward Group animating the space both in the short term and once the space has been developed.
Wyndham • Empower the businesses in the area to find their own ways of networking and Court Southampton supporting the retention of jobs and Residents City Council economic growth in the area.
• Facilitate the initiation of the champions group so that it becomes a ‘doing’ group rather than a ‘talking’ group. Police Southampton Station Quarter: WHAT NEXT
The findings from what people said will now be feed into outline designs for the area.
Those people who have been really keen “we want to “we want to get involved will become the founding “we want a know that better signage members of the Champions Group although better physical we will continue to recruit for more it will be well to show where participants. environment” maintained” to go” The Champions Group having a direct input into the design and act as the main ‘sounding board’ for ideas.
They hold each of the themes identified through the on street Creative Engagment and “we want “we want endeavour to ensure they are each addressed. to see events to see SCC, & activities businesses & happening residents working here” together” Southampton Station Quarter: Champions Group Workshop 1 26 January 2012 Meeting our
neighbours and
‘‘ finding out how we might be able to work together and ‘‘ build a relationship has been so good.
26 January 2012
The first Champions Group meeting brought together 8 people from local businesses, residents and representatives from the Mayflower Theatre.
This was an opportunity to look at four of the themes which came out of the on street work which do not relate directly to design: • Events and animating the space • Maintenance • Quality Green Space • Networking group
This is the start of building a network in the area and the group have now formed their own Facebook page which can be found at .... (INSERT LINK) Southampton Station Quarter: ‘‘ Champions Group Workshop 1 Meeting our neighbours and finding out FEEDBACK FROM 26 JANUARY 2012 how we might be able to work together ‘‘ and build a relationship has been so good.
We talked about improving the green park by We talked about how the area could be Blechynden Terrace: better maintained:
• If people are going to use and care about this • We need to find out what the councils area it needs a name. maintenance schedule is so we can establish • This area could have a friends of group who get what is/ isn’t being done. involved in improving the space and putting on • We want to know the contact details of who to events there. contact in the council to report things that are broken. • It should include an element of play for children • The plants need to be low maintenance so they – particular those living on Wyndham Court. don’t look rubbish really quickly. • It needs to be brought up to an acceptable • Some of us could commit to doing a couple of standard before people can get involved in tidying/ clear up days a year but it needs to be maintaining as it is just too much work. The shared with the council – we need to be able to lighting needs improving as it is dangerous at night. co-ordinate. • The alcohol exclusion zone should be extended up to include this area.
We discussed whether having a continuing group We talked about how we could get events and would be positive for people: activities happening in the area:
• People were interested in continuing to meet up • We want to do things outside to create a happy and the power of the collective voice in the area atmosphere which is better for businesses and • Face to face meetings are good but only once residents. every two months. • With all the events we need to remember to be • A facebook group would allow people can get considerate of the residents but we want to test in touch and share ideas and move projects out some ideas to see how people respond to them. forward without being in the same room. • We’d like to do a music festival/ buskers/live • The first thing the group might tackle together music event. is putting on an event outside. • We’d like to tie it in with things happening at The Mayflower. Southampton Station Quarter:
Champions Group Workshop 2 10 febrUARY 2012 Thinking about
‘‘ decisions that need to made alongside all the criteria we want ‘‘ to satisfy is exciting & challenging. There is lots to think about.
10 February 2012
The second Champions Group meeting brought a wider group of people together to focus on the design in relation to the four key themes that came out of the on street work around design:
• Creating a sense of place and a station fit for a city. • Creating places people want to linger • Creating a safe pedestrian environment • Creating a space which is easy to navigate.
This workshop was attended by 16 people from local businesses, residents, representatives from Cyclewise Southampton and the Police.
This group will continue to be involved throughout the project as key stakeholders. Southampton Station Quarter: Champions Group Workshop 2 feedback from 10 february 2012
2. A place to linger Taxis • The footbridge is really bad for cyclists • If you put taxis in Wydham Place it is a and wheelchair users • This is a transient area so we need great physical barrier to crossing the road and • Will you be accommodating bike hire at areas for people to hang out to keep it wouldn’t make a nice atmosphere. the station? them there and using the businesses • The taxis work where they are but there • Can the car park at the front of Overline • A shared surface across part of Wyndham needs to be more control over them, House be re-organised to fit a cycle lane? Place so you can have events either side shorter queue and a WC from them) and it is easy to cross • Don’t move the buses and taxis too far Coaches • A tree lined boulevard on commercial away as they bring people in and are • Too much traffic & too many coaches in road would be a great improvement good for business Blechynden Terrace makes it really hard • Level change and big seating steps, an to cross to road amphitheatre for events. Cars and parking • Could we move the coaches up West Park • The historical ideas of water and things • The businesses feel they need parking Road and safe guard a route through to that used to be here would make people capacity on Wyndham Place the Mayflower? 1. A sense of place (a station fit for a city) want to linger • The parking can be seen in two ways, • Spaces sharing functions. Big steps parking for the station and visitors and 4. It needs to be easy to find your way around • We should try to create a bigger plaza in can be a route of egress from a space, parking for the businesses in Wyndham Place • There are two main routes, to the front of the station somewhere to sit and have lunch / a • 20 minutes free parking would be great Mayflower and into town along • Keep transport safely away from chat, and a natural amphitheatre. Long term the majority of parking in one Blechyndale Terrace; these two routes pedestrians when they exit the station - it place is fundamental, we need to know need clear signage needs to be safe for people 3. A safe pedestrian environment more about the timeframe for the multi storey • There needs to be a clear pedestrian • If people are going to walk past the park & other transport feedback • Can we make the parking in front of route across Wyndham Place but not just and up Kingsbridge Lane it needs to be Overline House look better? diagonal as we want it to semi connect better quality. Buses the two sides as well • The promenade along Commercial Rd • We need to get the bus stops right - Bikes • People won’t just cross in one place it is from the Square to the Mayflower could somewhere near where they are works, • Off carriage way backing out of parking is human nature to take the shortest route be a real feature: treelined and landscaped. don’t just change it for the sake of it better for cyclists, backing onto the road • Look more at lighting as it gets very dark • We like the idea of using concepts from • If we leave the buses where they are is very dangerous for cyclists here at night. history; it is lovely to show the old canal we need to do something about the • There needs to be a better cycle route and waterline congestion - could we give them their into town • Like the idea of hinting at nature and the own laybys? water that used to be here. • If you are going to double up bus stops you need to leave safe crossing spaces STATION QUARTER NORTH
This is an historic landscape of escarpment, wooded valley, green open fields, streams, springs and ponds all gently sloping towards the waters of the River Test estuary.
“The whole area was thickly “In the 1890s Southampton wooded sloping gently to the Corporation sold an area of land shore of the Test. for the construction of the new A stream – Rollesbrook, ran station. The land involved was 1810: A sketch view of Southampton from Four Posts – the Southampton to Salisbury Canal partly field and partly shoreline and Achards Bridge are in the foreground. (John Silman Collection) through the common and down into the estuary: and was therefore subject to tidal flooding”. Woods held deer, wild pigs and Bert Moody – ‘Southampton’s 1846: Illustrated map of Blechynden Terrace, 1846. (Southampton City Council Libraries pigeons. Unpolluted waters of and Archives) the Test were full of eels, flatfish Railways’, Bert Moody and Waterfront and mullet”. Publications (1992) John Guilmant – ‘Shirley from “On the other hand, the line Domesday to D-Day’, brought prosperity to the Southampton City Council hitherto quiet and even isolated neighbourhood of Blechynden, “Before1847 and the coming of making it “as lively and full c.1910: The new Southampton Station was opened in 1895. The Station Clocktower was a the railway, Blechynden Terrace much loved landmark. (John Alsop Collection) of business as it was dull and was a secluded suburban terrace, monotonous before”, while the a select residential resort with strip of land running westward 1848: Detail from ‘Millbrook Shore’ by Phillip Brannon – An idealised view of Blechynden ornamental gardens and a with the new railway (built 1847) and St Peter’s Church (built 1845) visible at the centre from it between the railway and of the image. (Southampton City Council Libraries and Archives) marine parade. Southampton’s the shore became a fashionable Riviera was so busy at weekends promenade where strollers, that there was no room to sit observing the distant prospect down at high tide”. of the town could occasionally Southampton City Council Local be diverted by the still novel 1905: A view over Southbrook Road, Southampton Station and the Test estuary looking towards the city. (John Alsop Collection) History and Maritime Special spectacle of the passing trains”. Collections: REF.16/7/82 HS.h. AT Patterson – ‘A History of 1910: Detail from a larger image of people relaxing on the promenade at the south of the History Localities. Southampton, 1700 - 1914 Vol. II: The Station. (Southampton City Council Libraries and Archives) Beginning of Modern Southampton, 1836 - 67’, Southampton Records Series, 14 (1971)
Building a brighter future STATION QUARTER NORTH
Inspiration, aspiration and realisation Artist Chris Tipping undertook a detailed investigation into the neighbourhood’s social history, geography, ecology and culture to uncover hidden structures, which inform the area’s current form, identity and reputation. This site-specific and research-led activity assisted in driving the creative concept and rationale which now underpin the general spatial layout, character and interpretation of the new proposals.
1910: View along the road at Western Shore towards Blechynden and the station. The large 1960s: Demolition of houses on Commercial Road during the building of Wyndham Court. building at the centre is the Emperia Buildings, bombed in 1940. (Bert Moody Collection) Southampton’s lost district: A landscape rediscovered (Southern Daily Echo) An understanding of the site’s past physical condition drives the overall theme and character of the landscape and public realm interventions: a wooded valley, a meandering stream, the curve of the historic shoreline and the ill-fated Salisbury to Southampton Canal. The primary human activities on the site over time, as evidenced by residential, industrial and cultural histories have been influential in drawing individual and collective ‘voices’ from the locality which will serve to imbue any outcomes with a distinctive and renewed vernacular.
1966: Demolition of the Clock 1934/35: View towards the great Tower at Southampton Station, tunnel, upline from the Station Clock prior to building Overline House. Tower, with Emperia Buildings to the (Southern Daily Echo) left and the power station to the right. The footbridge at bottom right is still standing. (Bert Moody Collection)
1929: Summer 1929 and the construction of the Western Docks. (By permission of Associated British Ports, Dave Marden Collection)
1960s: View from the Mayflower Theatre towards Southampton Station during the building of Wyndham Court. (Southern Daily Echo) 1970s: View from Civic Centre Clock Tower looking out over the Western Docks. Overline House and Wyndham Court are to the top-right of the image. (Southern Daily Echo)
Building a brighter future STATION QUARTER NORTH
N
Building a brighter future STATION QUARTER NORTH
View 1: View 2: 63 Commercial Station forecourt / Road junction with Southbrook Road, Wyndham Place, view from the east view from the west
View 3: Wyndham Place, view from the south
Building a brighter future STATION QUARTER NORTH
View 4: View 5: Station forecourt / Commercial Road Southbrook Road, view from the west
View 6: Wyndham Place / Frobisher House open space, view from the east
Building a brighter future STATION QUARTER NORTH Station Quarter North Side Concept Lighting Strategy
Building a brighter future Building a brighter future STATION QUARTER NORTH
Prospective view of Overline House and adjacent new square Station Quarter North Champions Group Back in March, the Champions Group (comprising a selection of residents and businesses in the area) met in the Mayflower Theatre to discuss the latest developments around the north side of the station. Marco Bertacchini from Caffexpresso, and Jamie Goately from the Guitar Store talked about a range of events planned for Wyndham Place during 2013. Here’s an idea of what to expect: Regular events • French market • Friday live music in the square Spring and summer events • Urban beach volleyball tournament for local businesses • Vespa and custom-made motorbikes rally Autumn events • Marine-themed events in conjunction with the PSP Southampton Boat Show • Bicycle road show (cycling stalls and demonstrations) • Public fitness session in the square with BrightsidePT running club Winter events • Remembrance Sunday service • Christmas carols Keep an eye on our events listings at www.discoversouthampton.co.uk to ensure you don’t miss out.
Building a brighter future SOUTHAMPTON STATION QUARTER Public Exhibition 5th & 6th July 2012
Building a brighter future Southampton Station Quarter: PUBLIC EXHIBITION 5th & 6th JULY 2012 Summary of Findings
Feedback from Public Exhibition Summary The following pages contain evidence Over the two days the outline designs for of feedback gathered through a two day the Station Quarter (North) development public exhibition of outline designs for were exhibited in the area outside the Station Quarter (North) development. Frobisher House on Wyndham Place. This was a joint event with Southampton City Council’s My Journey campaign and 224 members of the public viewed the The Friends of Wyndham Place’s inaugural exhibition over the two days and members music event. of the design team engaged 40 people in more in depth conversations to gather qualitative feedback on the proposals.
The volume of interest in the exhibition was significantly supported by the programming of a music event devised I’ve worked in this and funded by The Friends of Wyndham area for 9 years and Court which contains members of local
‘‘ businesses and residents. I have never know
it to have such a Feedback was very positive overall, particularly around facilitating an animated great atmosphere. I space and safer crossings when you come really like the idea ‘‘ out of the station. People all wanted it to be a destination and that you came out of of making it a place the station and felt like you were in a city. people want to stay & Following the exhibition an online survey enjoy. was carried out to capture quantitative data. Southampton Station Quarter: PUBLIC EXHIBITION 5th & 6th JULY 2012 Summary of Findings
Themes from qualitative findings: Quantitative findings: Insert data when gathered. Following just for diagrammatic purposes. Using an online survey which asked people to state whether they in principal The survey was completed by ????? people “ Will there approved of the development. made up of the following: be better This survey was promoted through the lighting ? ” Friends of Wyndham Place, The project “ Good “ It was Champions Group, SCC online taxi to see great to see noticeboard, and via SCC twitter feed. safer road the space crossings” being used ” “ Making the area a destination is good ” “ Clear cycle “ Clarity routes are outside the needed ” station ” “ Clarity Yes Resident Taxi Driver of parking provision ” No Employer Employee Southampton Station Quarter: PUBLIC EXHIBITION 5th & 6th JULY 2012 Summary of Findings
“ Making “ It was the area a great to see destination the space is good ” being used ”
Summary Summary An improvement to existing quality was well received and creating an arrival fit for Theatre visitor: a city. “ It is really lovely to have music here, feels like we’re in a party. It drew us into this Resident: space.” “Having all the buses in one place is good but needs to be easier to know which bus Employee: goes where.” “This would be much better, love the idea of Mayflower boulevard. Just the gazebos Resident: make it better and the music gives it a real “ I am wholly supportive of the scheme buzz/” & excited about how the views from my windows may change.”
Employees: Often had lunch outside & thought public realm was poor therefore proposal positive Southampton Station Quarter: PUBLIC EXHIBITION 5th & 6th JULY 2012 Summary of Findings
“ Good to see “ Clarity safer road outside the crossings” station ”
Summary Summary
Cyclist & pedestrian: Employee from Skandia Point. “Can’t have ambiguous surfaces so need to Worked here for 10 years & does the rat run clarify how people turn around outside the every morning & evening. Improvements station. It could be a bit of a free for all.” to pedestrian crossings across the site well received as many people commented how Commuter: poor the road crossing is at the moment. “Will the shared surface be used in a safe way and who will enforce it while people General theme: get used to using it appropriately.” Idea of creating a vehicle free zone outside of the station positively received as it will Residents & Employees: feel safer and less confusing. Taxi move very well supported by residents and commuters alike as it takes traffic away from the station exit. Southampton Station Quarter: PUBLIC EXHIBITION 5th & 6th JULY 2012 Summary of Findings
“ Will there “ Clarity “ Clear cycle be better of parking routes are lighting ? ” provision ” needed ”
Summary Summary Summary
Local employee: Local business owners Cyclist: “The car park outside Overline House “The parking on Wyndham Place is “ The design looks like there are confused won’t feel safe if it is shaded with trees etc. essential to the viability of our businesses, priorities on the right turn into Wyndham Improving the lighting across the site will replacing the parking with a lawn is not a Place from Blechynden Terrace. Will this make it feel safer at night. Once it is dark strong enough idea.” turning just end up being blocked by right this area feels really dangerous.” turning buses? For it to be safe it needs to General comments: be clear” General comments: A 20 minute free parking zone in the area There needs to be consideration to lighting would support the local business economy Employee who cycles to work: across the scheme as a whole to improve of specialist shops. “ It is OK for confident cyclists but to access to the station when it gets dark. encourage more people to cycle dedicated routes will be needed. “
Contact Details: Parose Projects Ltd Hub Westminster First Floor, 80 Haymarket, London SW1Y 4TE Tel: 07711 088350/07939 592111 Email: [email protected]
SOUTHAMPTON CITY STR EETS PROGRAMME: Appraising the Economic Benefits December 2012
Building a Brighter Future
Southampton City Streets CONTENTS
Executive Summary 03
Introduction 07
Background 09
Appraising the Economic Benefits 13 1. Valuing Urban Realm (MVA Consultancy) 15 2. Case Study: The Viability of Office Development in Station Quarter (N) (CBRE) 17 3. Commentary: The Viability of Office Development (Propernomics Ltd) 21 4. Case Study: QE2 Mile & Guildhall Square - Impact on the Retail, Leisure and Cultural Sectors 25
Evidence from Elsewhere 27
Conclusions 31
Glossary 33
Appendices Appendix 1: Descriptions of Transport Modelling & Appraisal Tools: 1) WebTAG (web-based transport appraisal guidance) 2) SRTM (sub-regional transport model) 3) LEIM (local economic impact model) 4) PERS (pedestrian environment review system)
Appendix 2: Summary of the City Streets Prospectus
Appendix 3: MVA report for Transport for South Hampshire: Evidence Base - Valuing Urban Realm (November 2012)
Appendix 4: Propernomics Ltd: City Streets Project – Property Research Commentary (October 2012)
Appendix 5: CBRE: Feasibility Report - Options Appraisal (November 2012)
Appendix 6: CBRE: Southampton Station Quarter - Baseline Report (January 2012)
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 1
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 2 Southampton City Streets EXECUTIVE SUMMARY
In March 2012, the Council launched its City Centre Masterplan at St Mary’s stadium in front of 400 representatives from local businesses. The delegates’ self-evident enthusiasm gave lie to the fact that businesses leaders know only too well Southampton is often perceived as a city stuck in a rut: a city with lots of potential, but one consistently punching below its weight. The speakers launching the plan were also aware that during an acute recession, only a strong common purpose could lift the city. A common purpose that can reverse the drift to out-of-town development that has not helped the city centre, a common purpose that can make sure the right skills are in place for prospective employees. And finally, a common purpose that through intelligent private/public partnerships can deliver higher quality housing and office accommodation. The Masterplan is ambitious, aiming to attract significant investment and up to 24,000 new jobs in the coming years. It puts in place a much needed framework for large scale development. Yet developers will only realise their plans if the conditions are right. They have to be confident businesses will pay the prices they need to charge to make schemes viable. International property specialists CBRE have put this price at £23.50 per sq ft for Grade A office accommodation. In November 2012 actual rental values were closer to £18 per sq ft. Research has found that motivating factors that can encourage rental growth include being in an area with: A clear vision for positive change A strong economic development agenda and business image Proactive promotion of strengths Culturally dynamic and interesting activities An aura of being a prestigious place to be (to live, work, play and invest) Features that make it a practical place to operate Source: Propernomics (see page 21) Addressing that gap is the central subject of this document. The strategy is simple. Alongside the critical skills and education agenda, it is to: Reduce the costs of building for developers by concentrating devolved Major Schemes finance on the supporting infrastructure of City Streets Encourage higher quality offices space to be offered and attract higher value businesses by improving the quality of the built environment as a key part of the overall city centre offer - in turn improving the ‘culture of business’
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 3
These measures make it possible to close the gap and move the office market towards the ‘tipping point’ at which development becomes viable.
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 4
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 5
Southampton City Centre Masterplan The Vision
“The key to the centre’s legibility is the attractiveness of connected routes and a sense that each leads to a clearly recognisable destination and holds the promise of rich and rewarding experiences”
This is a plan for the future of Southampton’s city centre - and the changes that will be made to deliver the following vision:
The city centre is the power house for the city and beyond - generating economic growth and new jobs within a low carbon environment. By 2026 new offices, shops, homes, cultural attractions and entertainment venues will be found across the city centre, notably in a new Royal Pier waterfront scheme, a Business District right next to the Central Station and in the upgraded and expanded shopping area. A variety of new residential areas will add to the appeal of city centre living. Distinctive new buildings, public spaces and walking routes will reconnect different parts of the city centre including its waterfronts, Victorian parks, medieval Old Town and Central Station and transform the whole city centre into a more attractive, walkable place with a buzz about it – a great place to do business, visit and live.
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 6 Southampton City Streets INTRODUCTION
The City Centre Masterplan recommends that to accommodate growth these transport objectives should be met:
Developing a modern access infrastructure with capacity to support the anticipated growth
Providing necessary modal shift to deliver growth
Significantly improving and extending the quality of the pedestrian environment
Improving bus facilities and services to service an extended city centre
Making access to and within the city centre cycle-friendly
Managing parking in scale and use to ensure its provision is efficient
Improving transport interchange and arrival experience at and around Central Station, befitting a principal regional city The City Streets programme being put forward by Southampton for the next round of Major Schemes funding from the DfT, will provide the physical infrastructure, working alongside the Council’s My Journey initiative funded through the Local Sustainable Transport Fund that addresses the aspiration for modal shift. The first series of interventions will be major improvements to the network, principally around the inner ring road. (See Appendix 2 – City Streets Prospectus Summary). This document examines the economic benefits that could arise from the City Streets programme ahead of the more detailed Business Case that will be produced using the Web-based Transport Appraisal Guidance stipulated by the DfT (WebTAG), when the programme moves into formal appraisal in 2013. “To support the reconfiguration of their urban cores, mid-sized cities should prepare bespoke proposals to Government around transport and skills development” Hidden Potential, Centre for Cities, June 2012 (see inset, page 12)
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 7 Masterplan: Proposed Access Framework
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 8 Southampton City Streets BACKGROUND
The City Streets programme should be understood in the context of wider changes in the area to patterns of employment and transport use. Outside London, Southampton is one of the largest commercial centres in the South East. The South Hampshire economy is large (18% of all employment in the South East of England) and dominated by the service sector (84% of all employees in employment). Southampton is the predominant city centre service location in the region, though the M27/M3 corridor has more office jobs in key sectors. The economic importance of cities is recognised by Central Government, with the recent announcement that Southampton and Portsmouth have been offered the opportunity to join the second wave of City Deals. Planning policy has shifted away from out-of-town development in recent years towards intensified use of land in the cities, the Partnership for Urban South Hampshire’s (PUSH) Cities First (2010) policy being an example where this has been promoted.
Transport A striking characteristic of Southampton has been the fall in traffic in a period when the population has grown substantially.
Comparison of changes in population, GVA, and traffic flows, Southampton 2001-2012 Source: Southampton City Council Recent figures from the DfT show this trend is consistent across the country: in the 3rd Quarter of 2012 traffic on urban roads has fallen by 7.9% since its peak in Quarter 3, 2007. Traffic currently lies at levels last seen over 19 years ago in 1993 (Source: Road Traffic Statistics, DfT, November 2012).
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 9 This pattern has significant implications for the treatment of the highway network which has historically used a ‘predict and provide’ model of forecasting in the UK: ‘predict’ can no longer simply mean ‘more’ as it was until the end of the 20th Century. The City Streets programme reflects this shift by re-casting the network to be more accessible for walking, cycling, and public transport, and by offering a higher quality built environment for residents, businesses and visitors. While there are specific areas of traffic growth associated with the Port of Southampton, which are important to consider, there is still scope to redesign these routes to provide a more civilised environment for all road users, while still retaining a traffic movement function, which is essential to maintain the future economic vitality of the Port. Employment The Partnership for Urban South Hampshire (PUSH) commissioned a detailed economic development strategy from DTZ and Oxford Economics in 2010. The strategy identified the key sectors in the area and outlined a strategic approach. Facilitating the growth of the office sector is critical to realising the growth strategy, particularly in business services. Within Southampton, key sectors that occupy office space are: Banking, Finance and Insurance – Account Management. Long established businesses mainly occupying 1980s buildings with floorplates that don’t meet modern standards Professional and Business Services (Law, Accountancy, Land-based Professions, Recruitment Agencies, Marketing and PR, Consultancies). Generally occupy premises in the 10-20,000 sq ft range of differing quality. Element of clustering based upon Southampton’s historic trading role and presence of law courts. Shipping and Transport – Location choice based upon port, although serving wider role in business in some cases Local Government – Need to be based within the city centre is a ‘heritage’ and identity location, accessible to citizens. Characterised by contractions in space, and lower/mid-quality space. Southampton’s office employment is driven by the ability to serve the sub-regional economy, the port, accessibility for lower paid workers, and local government. All of which suggests a vulnerability. Businesses in all of the remaining categories have located away from the city centre in recent years. The city centre has seen the release of large amounts of 1980s secondary space onto the market as a result of consolidation in the public sector (not just the City Council but also HMRC) and Carnival’s decision to locate its staff into new premises releasing Richmond House, Dukes Keep and Mountbatten House. The limited demand that has arisen in Southampton city centre is often the result of very specific location needs (examples of which are Capita’s occupation of One Guildhall Square in order to fulfil its contract with SCC and Carnival’s consolidation into Harbour House providing easy access to the port and allowing it to more easily retain its existing workforce).
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 10
Partnership for South Hampshire Economic Development Strategy (2010)
1. We have a world leading advanced manufacturing sector including marine and aerospace activities. This has the opportunity to support high levels of GVA growth and diversify into environmental technologies, but faces some clear threats, particularly around skills and workforce issues. 2. We have assets that can be used to deliver continued growth in transport and logistics activity. 3. The business services and health sectors are projected to be the major source of additional jobs in the next 15-20 years. We must facilitate this growth. 4. Our ambitions to deliver higher levels of growth are reliant on South Hampshire being a fantastic place to live, work and do business. We must therefore ensure those sectors which underpin quality of life and place are strong. We have developed a strategy that is aligned to the circumstances in which we now find ourselves. Collaboration and partnership working has always been our strength. In particular we have identified eight transformational actions to achieve our ambition: 1. Leading on employment and skills – our brighter future is based on a skilled workforce that can underpin higher levels of growth and ensure our residents are engaged and suited to the jobs that are created. 2. Supporting the growth of our cities – ensuring our cities fulfil their potential as drivers of a sustainable and growing economy. 3. Creating, sustaining and growing businesses – through developing an entrepreneurial culture and utilising the business leaders and entrepreneurs in our area to deliver mentoring and support. 4. Facilitating Site Development to Support Growth – making sure we can accommodate the growth we are striving for by prioritising investment in the most important areas. 5. Establishing a single inward investment and place marketing function – to ensure we use resources efficiently to attract new businesses to the sub-region. 6. Developing our world leading sectors – to ensure we continue to be recognised as a leading location for marine, aerospace and advanced manufacturing. 7. Strengthening innovation networks to drive productivity growth – ensuring innovation and knowledge lies at the heart of our economy. 8. Driving innovation in delivery and funding models – ensuring that creative and innovative delivery is at the centre of all that we do.
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Centre for Cities “Hidden Potential: Fulfilling the economic potential of mid-sized cities” (June 2012)
Case studies in the report include reference to a variety of issues that affect the business environment of the urban core. These include: The age of the office stock, some premises being outdated and at the end of their useful life. Stronger road transport links and more parking being available for “out of town” sites. The “appearance of the city centre” and its negative impact on footfall and the development of “a business culture”. The report notes that a weak urban core “can undermine the overall performance of a city”. Resolving this problem would encourage “agglomeration”, drawing in businesses and skilled employees. The effect is to create a critical mass of customers, suppliers and labour, uplifting productivity and economic performance. However, it depends upon “reconfiguration” of city centres to improve their “business environment”. Similarly, the Centre for Cities report entitled “Making the Grade” recommends that cities “should focus on attracting businesses by improving skills, infrastructure and the general business environment”.
“In summary, research into south coast office demand and research into the economic performance of cities highlights the importance of the quality of the city environment for business. By responding to the market’s preference for office areas that have a greater sense of prestige, as well as practical efficiency, it is to be expected that they will experience greater demand that will support rental growth, investor confidence and development prospects. This is consistent with research by Southampton City Council into public perceptions of the city’s public realm. Research by the Centre for Cities also highlights the importance of improving transport links and the appearance of city centres to encourage a business culture. Just as this would help development proposals move towards the “tipping point” for viability, it would also encourage positive agglomeration effects that attract more businesses and skilled employees, supporting the case for further investment by others. Enhancing the public realm is a step towards creating this virtuous circle of improvement. “ Simon Ward, Propernomics: Commentary on Centre for Cities report, October 2012
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 12 Southampton City Streets APPRAISING THE ECONOMIC BENEFITS
The City Streets programme will ultimately be required to produce a Transport Business Case, which will be based on an appraisal using the Department for Transport’s (DfT) Transport Appraisal Guidance (WebTAG). More details on WebTAG can be found in Appendix 1 below. DfT guidance on the Transport Business Case requires the completion of five separate sections: The Strategic Case The Economic Case The Financial Case The Management Case The Commercial Case
The Economic Case includes consideration of a range of criteria, which are analysed in accordance with the WebTAG guidance. This information is used to produce the Value for Money Statement. This takes account of monetised impacts, which feed into the Benefit:Cost Ratio (BCR) calculations. However, the DfT guidance is quite clear that the Value for Money assessment considers all its impacts, not just those which are monetised. To ensure meaningful evidence can be fed into the Economic Case, the City Council and TfSH commissioned experts in the field to scrutinise the links between city streets improvements and job growth more closely. We chose to focus on two areas: the public’s ‘willingness to pay’ for improvements, and office rental values - a useful barometer of a city’s potential for development. Three pieces of research were commissioned: MVA Consultancy Advisors on transport and other Commission: to use the Pedestrian Environment Review policy areas, to central, regional and System (PERS) developed by Transport for London to feed local government, agencies, into the Transport for South Hampshire (TfSH) Sub-Regional developers, operators and financiers. Transport Model (SRTM) and associated land-use model (Local Economic Impact Model or LEIM).
CBRE One of the world's leading Commission: feasibility and valuation relating to a specific site commercial property and real estate within the Station Quarter development. services advisors.
Propernomics Ltd Independent property research and Commission: to provide an overview of the viability of office related economics consultancy based development in Southampton based on specialist local insight. in Winchester.
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 13 Example Report Card from MVA Study: Station Quarter (N)
BEFORE AFTER
The area immediately outside the Northern Station Entrance will be pedestrianised with high quality paving together with improved signage to the station. Station pick-ups & drop-offs will still be permitted outside the northern entrance to the station. The existing 20 minute bays, located in the area to the east of the station entrance, will be relocated into the public car park to the west. Wyndham Place is to be landscaped with improved pedestrian access between the station and the bus stops. Blechynden Terrace is to be repaved with high quality paving. Taxis for the station on Blechynden Terrace will be relocated to the opposite side of the road directly in- front of the station entrance.
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 14 1) Valuing Urban Realm (MVA Consultancy)
The WebTAG transport appraisal process was established, when a large proportion of Major Scheme transport investment was allocated towards large scale infrastructure projects, which deliver journey time savings and other benefits for users. It is often the aggregation of numerous, small journey time savings, which deliver the greatest monetised cost benefit on a major infrastructure transport project. There has been some criticism that such journey time savings are not noticed at an individual level, but such calculations are driving investment decisions towards large scale projects as opposed to smaller scale improvements, where it is more difficult to quantify the benefits. The City Streets project is a case in point. Some proposals may lead to a relatively small increase in journey times for traffic movements, which when aggregated, could lead to a significant monetised disbenefit, feeding into the BCR calculation. Whilst real journey time benefits for pedestrians, cyclists and public transport users can be captured and monetised, the wider benefits of improving and enhancing the urban realm from a “quality of place” perspective are not captured through WebTAG. Building on previous research undertaken by Transport for London (TfL), a methodology based on the Pedestrian Environment Review System (PERS) was developed. Using stated preference surveys, the perceived user benefits, in terms of willingness to pay for improvements to the urban realm, were captured and converted into a generalised cost benefit (through a reduction in access times to the city centre), which could then be applied within the Sub Regional Transport Model (SRTM). This allowed the user benefits, particularly for active modes, to be fully monetised alongside the disbenefits, such as reduced highway capacity for highway users. In using this approach the standard suite of WebTAG appraisal tools can be applied, hence ensuring that the results are comparable with other schemes tested within the TfSH project. Descriptions of these models can be found in Appendix 1 of this document. The key findings were: The market research showed that frequent users of the existing sites were willing to pay between 88p & £1.22 per week for all of the improvements Infrequent users were willing to pay between £1.29 ands £2.45 per year for all the improvements Adjusted to generalised times, the willingness to pay values were incorporated into the SRTM, translating into a Benefit/Cost Ratio of 3.01:1. Taken alongside other non-monetised impacts, this is likely to justify a High Value for Money rating. Using the Local Economic Impact Model (LEIM) the City Streets programme showed increases in office and retail rental values and an increase in jobs in Southampton “Therefore, using the described methodology and assumptions, the results show that the urban realm schemes would provide value for money and offer additional wider economic benefits to Southampton.” The full report by MVA is reproduced in Appendix 3 of the sister document.
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City Streets: Appraising the Economic Benefits 4.2 11/12/2012 16 2) Case Study: The Viability of Office Development in Southampton’s Station Quarter (CBRE)
As part of an investigation into the viability of building a multi-storey-car-park (MSCP) in the Station Quarter, CBRE were asked to look at options for sites potentially released through this process, currently used as surface car-parks. We have summarised here their findings in terms of office space – a useful barometer for economic performance in cities. Office Demand Finance and Insurance companies including: Skandia, HSBC, Zurich and Aviva have offices in Southampton. The Council and firms that service the manufacturing and maritime industries are also major occupiers in the city. With a total of 119,978 sq ft of take up in the first half of 2012, Southampton has seen one of the strongest starts for years. (86,000 sq ft of this has come from one deal with Ageas Insurance acquiring Portswood House, the former B&Q headquarters, on a freehold basis for their own occupation.) Activity along the M27 corridor over the last 6 months has been relatively limited and with the exception of the Portswood House transaction there were only three other deals over 5,000 sq ft in the market. Enquires continue to be driven be lease events rather than expansion
Southampton Office Take-up: 2000 – Q2 2012 There was general decline in take-up from the peak of the market. This is compounded by the lack of new space that was available, meaning occupiers had less incentive to move. Source: CBRE Research
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 17 Despite activity so far this year, demand has been mainly for out-of-town units. This could indicate low levels of quality space in the city centre and a preference for accessible properties with plentiful parking.
“If the City centre is to compete, good quality stock with similar or better site characteristics (to the out of town offer) must be provided, otherwise demand is likely to remain unchanged.”
Regus are interested in sites close to stations for their serviced office offer but have not yet found suitable premises in Southampton.
Office rents Southampton’s prime office rents are currently £18 per sq ft. This is down from £19 per sq ft (2009/10) and is partially due to sluggish demand over the last 12 months. Incentives on Grade A space are stabilising at 18-24 months on a 10 year term. CBRE in-house agents believe that for office development to be viable rents need to rise to close to £23.50 per sq ft.
Southampton prime office rents Prime rents have fallen since the peak of the market in 2007. CBRE forecasts rents to remain stable in 2012 before rising from 2013. We do not expect pre-recession rental levels until at least 2016.
Source: CBRE Research
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 18 Office Yields Office investment transactions across the South Central region have been extremely scarce so far this year, with very little prime stock coming to the market. This is a trend CBRE has observed in most regional office markets, outside Central London. The potential is that 2012 will see the lowest investment volume since the downturn began in 2007. Nevertheless, there is a reasonably good level of demand in the Southampton area for quality, well located and well let properties. Prime yields have remained stable at 7% throughout the first half of 2012, although it is becoming increasingly difficult to gauge given the lack of transactional activity, or even the lack of product been offered to the market. The one exception has been Skandia House, which was launched to the market with a quoted net initial yield (NIY) for an unexpired lease term of just over 15 years. This 108,000 sq ft building, fully let to Skandia Life was purchased in July by Danish property company Danmerc for £26.6 million, representing a NIY of 7.2%. Station Quarter is only likely to attract investment if the area is improved and good quality stock is created and let to strong tenants. This trend is likely to continue while there is still uncertainty in the property market and general economy.
Office Supply Availability has edged up through the year to date and totalled almost 673,000 sq ft at the end of June, up 6% since the end of 2011. However, Grade A available stock has been declining, down 9% from six months ago. There are now just seven prime Grade A buildings with availability, and only four of these with the ability to accommodate requirements of more than 20,000 sq ft. Going forward we expect Grade A accommodation to continue to diminish with the result that landlords in those situations may well start to hold out for better terms.
Southampton office availability and vacancy rates
Source: CBRE Research
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 19
Property Market Summary The MSCP site has a number of re-development options. However given the current market conditions, the site’s location and surrounding uses, and taking in to consideration the redevelopment proposals for the area to the south of the train station known as Station Quarter, CBRE make the following recommendations:
Office development is not viable at current rents without substantial pre-lets
A small hotel on block C is possible however waterfront locations or the Station Quarter location is likely to be a preferred location choice over the MSCP site
Quality flats for private rent likely to be the most viable residential option
Student accommodation is a strong sector and could be suitable for the site Small retailers are likely to be interested in the site and will add some vitality to the area
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 20 3) Commentary: The Viability of Office Development (Propernomics Ltd)
The viability of office development is commonly tested by means of an appraisal using the “residual valuation” method. In its simplest form this is a comparison between the end value of an office (once completed and let) with the cost of development. If the calculation generates a residual value that is sufficient to pay for the land, as well as an acceptable return on cost (developer’s profit), then the development may proceed; if the calculation generates no land value or no profit then it is not generally considered viable. The purpose of the appraisal is to balance the cost of development against the value that can be created. Ordinarily, development will not proceed and regeneration objectives will not be delivered unless the project can do better than break even. In the case of office development it is common to find that rental value is the key factor that determines whether an area can reach the “tipping point” that enables investment to occur. This is summarised in the following diagram:
Tipping point diagram – Property Values vs Construction Costs
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Impact of decreasing construction costs (on infrastructure)
It is important to note that the end value of the investment (y axis) is the product of rental value and yield; i.e. the two figures are multiplied together. The yield reflects a number of risk factors including the prospects of ongoing demand and rental growth. This means that the viability of office development is especially sensitive to rental values and ensuring that the property is attractive and fit for purpose. On the cost side of the equation (x axis), the viability of development is often affected by infrastructure costs or public realm improvements outside the property. Depending on circumstances, these costs can relate to adjacent properties at a micro level, or larger areas in the case of wholesale regeneration plans or road infrastructure. Often it will fall to the public sector to plan and create the physical context in which property investment and regeneration is viable. Like an individual office building, its physical context must also be attractive and fit for purpose. In order to move from an unviable position to one of viability, it would be necessary to see an improvement in rents, yields or costs (or all three).
Creating the Conditions for Growth Propernomics researchers have studied the commercial property market of southern England for almost 20 years. This work has included commissioning and analysing business surveys involving thousands of companies on a variety of business and property related topics. One such study examined potential office demand on the south coast between Brighton and Chichester. The research aimed to establish if there were any circumstances under which companies would pay more rent to help justify the cost of developing modern business accommodation. This is a critical question for locations where rents are below the “tipping point” at which construction becomes viable.
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 22 The research found that motivating factors than can encourage rental growth include being in an area with: A clear vision for positive change A strong economic development agenda and business image Proactive promotion of strengths Culturally dynamic and interesting activities An aura of being a prestigious place to be (to live, work, play and invest) Features that make it a practical place to operate Ordinarily one would not expect businesses to vote for higher overheads but it became clear through research that companies are not overly price sensitive if they are given what they want. This research particularly highlights the importance of towns and cities being “prestigious” and “practical” if they are to attract rental growth and stimulate fresh investment. The MVA research on “willingness to pay” (see above) concluded that investment in the public realm does influence how an area is perceived and that a positive monetary effect can be attributed to it - i.e. investment in the public realm does influence behaviour and generate value. This finding appears to be entirely consistent with the study of office demand which suggested that companies would be motivated to pay more rent for a location that offers a sense of prestige and is practical in which to operate. Hence, it would appear that investment in the public realm and transport improvements that enhance the appeal and functional operation of a place can be drivers of demand from consumers, office users and developers.
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City Streets: Appraising the Economic Benefits 4.2 11/12/2012 24 4. Case Study: QE2 Mile and Guildhall Square - Impact on the Retail, Leisure and Cultural Sector
City centres are the focus for a range of activities and this is what makes them such vibrant places and a focus for economic activity. Achieving success across all sectors of a city centre’s economy is important to its overall vitality. The agglomeration benefits of locating a large amount of inter- connected economic activity within a small geographical area are clear, not least from a transport perspective. City centres are fully accessible by sustainable travel modes and the focus of economic activity minimises the need to travel at all. Southampton city centre has a very strong retail sector and is currently rated 14th in the national Experian rankings. This is higher than adjacent and competing centres. The city centre has also become a more popular place to live, with a 60% increase in resident population over the period from 2001 to 2010. However, whilst its leisure and cultural offer is improving, there is a perception that the quality of the offer is not as high as the retail offer. Following a series of high quality public realm improvements (undertaken by the City Council between March 2008 and March 2011, and valued at £11.2m) along the City High Street (or ‘QE2 Mile’) and in Guildhall Square, an exercise was carried out to identify the value of private sector investment that could be attributed to the improvement programme. The study revealed a total of £60m+ private sector investment, including One Guildhall Square (office and leisure eg: Turtle Bay), the new Arts Complex and the Mecure Hotel to the south of the High Street. On top of this figure – a ‘return’ of 5:1 on investment - other tracked benefits include increases in retail footfall and sales at John Lewis, and improved public safety. The quality of the public realm and public space is the thread that links and promotes economic activity. Providing the right conditions for people to spend more time (and ultimately money) is essential to maximises economic success. As part of their work on the City Centre Master Plan, Gehl Architects have stressed that the goal for Southampton should be to create liveability for its residents. Gehls note that if this is achieved, then visitors will automatically go there. This includes attracting regional visitors to the city centre not just for shopping and also making the city centre an attractive place for cruise passengers to visit before departure. Gehls have made six key recommendations to address this challenge. The City Streets project will specifically address three of these:
Understanding the value of public space and developing public space destinations Gehls recommend that the benefits of recent public realm enhancements are fully understood to make the case for further investment to improve the overall economic, social and ecological sustainability of the city
Creating connectivity between the city centre and neighbourhoods Gehls have identified the severance problems caused by the design of the existing Inner Ring Road and recommend addressing this
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Ensuring high mobility and great points of arrival Gehls stress the need for high quality public transport arrival points and onward walking and cycling links
City Streets: Appraising the Economic Benefits 4.2 11/12/2012 26 Southampton City Streets EVIDENCE FROM ELSEWHERE
Re-imagining Urban Spaces (July 2012) The Portas Review highlighted the challenges that face our high streets and town centres. In the light of changing shopping habits, they need to evolve to ensure they offer a viable and exciting alternative to out-of- town and internet shopping. Apart from the buildings and roads, the spaces in-between are what hold them together as a place. Open spaces, squares, urban green spaces and the network of streets, pavements and pedestrian thoroughfares knit them together. All too often, these spaces are used as no more than thoroughfares, and we forget that they can be so much more. Re-imagining Urban Spaces to help Revitalise our High Streets describes the different ways in which these under-utilised assets can revitalise high streets and town centres - increasing high street vitality, attracting footfall and boosting local economies. It signposts some of the key documents, guidance, tools and sources of support to help local partners re-imagine the urban spaces in their area.
Buses and Economic Growth (July 2012) The Buses and Economic Growth Report was undertaken by the Institute for Transport Studies at the University of Leeds. It brings together an assessment of the economic contribution of the bus in growing the economy, connecting people with jobs, helping businesses and supporting the vitality of city centres. The report highlights the significant direct contribution of the bus industry itself in creating employment and investment.
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Measuring the Street (October 2012) The New York City Department of Transportation issued this report, which discusses key approaches to street design projects, and how to meet safety goals while serving all users, creating public spaces and maintaining traffic flow. Using a cross-section of recent street design projects, it details the metrics NYCDOT uses to evaluate street projects, illustrating how monitoring results can demonstrate progress toward safe, sustainable, liveable and economically competitive streets.
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The Value of Station Investment (November 2011) The rail network makes an unrivalled contribution to the sustainable growth of the UK economy, providing millions of people with access to jobs, goods and services. There is no more visible evidence of this contribution than that afforded by the role of railway stations in their communities. Transport investment decisions are typically made through analysing the value of the investment to the user of the service. Yet stations play a broader role than providing a means of access to the rail network. They are increasingly the focal points of our towns and cities, and can be centres of economic activity in their own right. Network Rail commissioned Steer Davies Gleave to research the value of station investment and take into account the wider regenerative impact. The research confirms that investing in stations can be an economic catalyst at a local and regional level in addition to delivering improvements for passengers. Key benefits cited for Sheffield Station are: - the removal of physical barriers - an improved image for the city - a catalytic effect on investment, where rental values within 400m of the station rose to three times the average in the city and £74million of inward investment was generated.
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City Streets: Appraising the Economic Benefits 4.2 11/12/2012 30 Southampton City Streets CONCLUSIONS
The research commissioned reveals underlying market strength in Southampton, with rental values hovering below the tipping point. While there is demand for Grade A accommodation, there is insufficient supply. Quality ‘value drivers’ like the waterfront and the station remain largely untapped. The delivery of the QE2 mile and One Guildhall Square with the £60million investment it attracted, has established credibility locally around investment in the public realm. This is supported by the evidence presented though the three separate commissions summarised here, that the City Streets programme will provide a high level of value-for-money, with a Benefit:Cost Ratio (BCR) of at least 3.01:1 With its substantial land holdings, the Council is in a strong position to work with developers to facilitate new development by reducing the infrastructure costs and freeing up opportunities, simultaneously creating the kind of prestigious environment businesses need to consider locating in the City. Evidence from elsewhere also strongly supports the potential for a City Streets programme to generate demonstrable economic benefits.
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City Streets: Appraising the Economic Benefits 4.2 11/12/2012 32 Southampton City Streets GLOSSARY
WebTAG: Web-based Transport Appraisal Guidance (Department for Transport) WebTag is the DfT’s website for guidance on the conduct of transport studies. This includes advice on how to conduct an appraisal of transport projects which meets DfT requirements. PERS: Pedestrian Environment Review System (Transport Research Laboratory) PERS is a walking audit tool, developed by Transport Research Laboratory (TRL) in partnership with Transport for London. It is used to review the level of service and quality provided across the various types of pedestrian environments. TfSH: Transport for South Hampshire Transport for South Hampshire (TfSH) is a partnership between Hampshire, Portsmouth and Southampton City Councils, which aims to improve transport for the area of South Hampshire. SRTM: Sub-Regional Transport Model The Sub-Regional Transport Model (SRTM) is a WebTAG compliant evidence-based land- use and transport interaction model. It provides an analytical basis for the development of objective-led implementation plans to bring about the change in provision that is required to deliver prosperity to the area. The SRTM focuses on urban South Hampshire. The main urban areas (Southampton, Portsmouth, Havant) and the associated hinterland contain detailed network models. LEIM: Local Impact Economic Model While the SRTM focuses on urban Southampton, Portsmouth, Havant and the associated hinterland, the LEIM covers the surrounding area, including Lymington, Winchester and Chichester. The LEIM forecasts the following for each zone of the modelled area: Supply of housing; Number of households; Population; Number of jobs, by sector; Amount of commercial floor space – shopping, office, industrial; SCC: Southampton City Council Southampton City Council is a unitary authority whose functions include land-use planning, transport, education, green space management, waste management and economic development. TfL: Transport for London Transport for London (TfL) is the local government body responsible for most aspects of the transport system in Greater London. Its role is to implement the Transport Strategy and to manage transport services across London
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City Streets: Appraising the Economic Benefits 4.2 11/12/2012 34 Station Quarter - Scheme Risk Register Station Quarter Risk Register - Rev 1 Dated 08/05/2014
Current/ Baseline Scoring Est. Financial Cost of Risk Change to assessed risk from previous month Impact
Consequences Root Cause/s Risk Event ▲Increase Deadline for action to (Impact on scheme objectives/ Actions to Control or Mitigate Risks (Known factors/ weaknesses) (What might happen if not corrected) Mitigate Risk
Risk ID Risk WBS requirements)
Risk Category Risk Responsibility
Score) Score) ▼Decrease
Probability Probability
Financial Score Financial
Financial Impact Impact Financial
P x ( [L+H]/2 ) £k ) [L+H]/2 ( x P
Probability Score Probability
Performance Impact Impact Performance
Environmental Impact Environmental
Mean Financial Impact Impact Financial Mean
Health & Safety Impact Safety & Health % (P) probability Event
Schedule (Time) Impact (Time) Schedule Financial Score Financial
Low cost estimate (L) £k (L) estimate cost Low ▬ No Change
High cost estimate (H) £k (H) estimate cost High
(Prob. x Greatest Impact
(Prob. x Financial Score) (Prob. x Financial
Current Combined Score Current Combined
Performance Score Performance
Environmental Impact Environmental
Schedule (Time) Score (Time) Schedule Health & Safety Impact Safety & Health Early involvement with Taxi Operators and ongoing consultation with them. Next operators meeting due 7th March 2013. Taxi drivers have thus far been positive about Re-design required that does not the new rank however there is an expectation that a toilet facility will be made available Taxi drivers object to the proposed 1 Consultation Adverse publicity, political lobbying adequately resolve modal conflicts vl M M M 1 3 3 3 3 3 50 200 40% 50 to them. John R layout for drop of and pick up ▼Decrease Complete outside the station entrance SW Met taxi group recieved some minor comments on the design which can be incorporated. Agreed toilet facility is not required as part of scheme. Minor changes required as part of exhibition meaning loss of spaces, need to re consult with Taxi group
Chosen design for construction Early engagement and continued dialogue with stakeholders through workshops, Reduction in community and political Protracted development time of project 2 Consultation unpopular and not aligned with vl M H 1 3 4 0 0 0 4 3 50 200 25% 31 consultations, exhibitions, media / communications and meetings. John R support through objection ▬ No Change Complete community aspirations Exhibiton held no significant issues raised
Pre-consultation with local businesses, residents and other key stakeholders will be used to define TRO, which is advertised. This will minimise the objections level. Objections affect Cabinet decision Objections to Traffic Regulation Cabinet ultimately make decision on TRO, considering any objections. 3 Legal resulting in design change causing Increased costs and delay M M H 3 3 4 0 0 0 12 9 50 200 50% 63 John R Orders (TRO) TRO's for Phase 1 Complete and approved. TRO's for other phases need to be ▬ No Change April 14 delay, disruption and reprogramming advertised. TRO's for phase 1 agreed and prepared ready for SCC to advertise following Council approval of scheme Engagement with Landowners - Network Rail and their Leaseholders needs to be 3rd party landowners do not licence the undertaken at an early stage to factor in the time it will take to get all consents Failure to complete agreements to 4 Legal Council's contractors to work on their Increased costs and delay h M H 4 3 4 0 0 0 16 12 50 200 50% 63 approved by each respective legal team. John R working on third party land ▬ No Change April 14 land Ali Mew working on legal agreements and land ownership, delay in acertaining land ownership information Land agreements reviewed and no specific issues identified, discussions ongoing.
Key member briefing dates will be included on the Project Communications Plan. 5 Political Political Risk Reduction in political support Withdrawal of financial / political support VL L L 1 2 2 0 0 0 2 2 0 50 10% 3 John R JR undertaken regular briefings ▬ No Change Ongoing
Continued work to identify further funding sources and submitting bids. Work with A partially complete or reduced scope project partners Network Rail to secure NSIP funding. Design the project flexibly to Not enough funding to complete the full Phase 1 which is not in line with the ensure that the costs can potentially be reduced through value engineering. 6 Finance Funding shortfall design of Phases 1 - 3 and the H H H 4 4 4 0 0 0 16 16 500 1000 20% 150 John R project objectives, or a partially Pinch point funing applied for and phasing adjusted to suit. ▬ No Change Ongoing construction of Phase 1 complete design for all phases. Reviewing costs and adjusting extents of phase 1 - Target costs for Phase 1 agreed. Future phases subject to further funding bids which are ongoing MinimiseDiscussions disruption ongoing through with SWT/NR effective for planning additioanal and fundingappointment of competent Traffic Management Contractor. Communicate with community prior to works commencing, Temporary TM and Parking Poor repoire with community and ensuring that Members are briefed and prepared for any questions that may come as a 7 Construction Arrangements result in congestion and Complaints from Community L L M 2 2 0 3 0 0 6 4 50 100 20% 15 Matt Dyer escalation to members result of the temporary traffic management and parking arrangements. ▬ No Change Ongoing access issues BB Regional Civils on board and undertaking ECI role.Construction phasing for Phase 1 agreed, road space and traffic management arrangements in place. Furture phases still to be agreed once BB Regional civils on board. Minimise disruption through effective planning and appointment of competent Traffic Risk of Public Safety during Management Contractor. Communicate with community prior to works commencing, Injuries/ fatalities to members of the Injury compensation costs + poor local 8 Construction Construction (very busy part of public VL H 1 0 0 0 0 4 4 0 0 1000 5% 25 ensuring that Members are briefed and prepared for any questions that may come as a Matt Dyer public and national PR ▬ No Change Ongoing realm) result of the temporary traffic management and parking arrangements. To be discussed with Regional Civils as design progresses EarlyRegional involvement Civils on fromboard Highways for Phase required 1 and TM to adoptagreed any proposed material palette, or compromise of choice in accordance with their liability costs. Material used degrades over the Alternative materials may not align with MD discussimg internally at BBLP to ascertain any implications Chosen Highways Material pallette not 9 Design medium to long term with no the Project Board or Community m M 3 3 0 0 0 0 9 9 0 800 40% 160 Details developed and meeting with SCC and BBLP held on 8th July for approval. John R adoptable into Highways Partnership ▲Increase April 14 maintenance aspirations SCC require tech note for Board approval in a few weeks time Presented to the board waiting for final approval, phase 1 agreed. Future phases still to be presented and approved including bespoke elements Early involvement from the PFI Team required to investigate the use of non- Stock standards of the PFI may not maintainable PFI assets. Chosen Lighting Stock not adoptable Lighting stock degrades / fails with no 10 Design align with the Project Board or M M 3 3 0 0 0 0 9 9 0 500 40% 100 Meeting between design team SCC and SSE on 18th March John R into the PFI Contract maintenance agreement in place ▬ No Change Ongoing Community aspirations Meetings ongoing with SCC/SSE, to discuss and agree details Lighing for Phase 1 agreed, anticipated furture phases will be similar only difference Earlywill be involvement lighting for streefurniture from the Parks and and features. Recreation Team required to adopt any Parks and green spaces may not be Unmaintained green spaces and dead proposed trees and / or green spaces. Further to this plans to involve resident and 11 Design maintained within the P&R Trees and green spaces may perish trees are not a positive impression at M M 3 3 0 0 0 0 9 9 0 300 40% 60 John R business groups in the planting and maintenance on Blechynden Terrace will be ▬ No Change Ongoing maintenance contract one of Southampton's key gateways progressed. objection to layout of parking in DevelopHave been concept involved layout and proposals provided aearly positive and undertakeresponse, consultationboard approval to getmay agreement be 12 Consultation delay to the project design Protracted discussions and redesign vl VL m 1 1 3 0 0 0 3 1 0 50 40% 10 John R Wyndham Place All agreed ▬ No Change Complete Station manager requirements for Spaces cannot be provided within the Early negotiation with Station Manager and SCC parking team 13 Design parking spaces not achievable within design giving risk to objections and Protracted discussions and redesign h l m 4 2 3 0 0 0 12 8 0 100 70% 35 SCC Agreed not to reduce parking spaces, scheme with NR/SWT for internal John R ▲Increase Mar 14 design delay to project consultation Commercial proposals for ground floor Affects finalisation of the design in front EarlyMeeting negotiation arranged with late operatorsMarch with of SWT/NRoverline houseto discuss - Discussions station change ongoing 14 Design Protracted discussions and redesign vh l m 5 2 3 0 0 0 15 10 0 100 60% 30 John R overline house of overline house F&C want like for like on parking spaces, JR reviewing and discussing with SCC ▬ No Change Ongoing Taxi queuing arrangements in car park Early development of options and discussion with Taxi operators and SCC parking 15 Design Delay finalising the design Protracted discussions and redesign m vl m 3 1 3 0 0 0 9 3 0 50 60% 15 or on Bletchynden terrace team A Webb/S Wong ▬ No Change Complete DiscussAgreed with SCC planning team to confirm whether there will be any planning Planning restrictions may influence the Planning requirements for toilets and Delay to the programme, possible requirements for the project if so programme them in 16 Design design which does not align with the vl l h 1 2 4 0 0 0 4 2 0 100 25% 13 work on private land objections SCC Planning responded confriming that planning permission is required and ▬ No Change Complete aspirations of the Board programme has been updated to reflect this M Dyer AgreeSCC confirmed costs with not client required at an asearly permitted stage and development place orders with contractor 17 Design Delay obtaining SI information Unable to finalise the design vl vl h 1 1 4 0 0 0 4 1 0 50 60% 15 Programme updated, SI underway and results being passed through as work ▬ No Change Complete progresses. M Dyer DiscussCompleted requirements with station operator produce options Unable to agree requirements and Station operators requirements may not 18 Design Requirements for bike storage m vl m 3 1 3 0 0 0 9 3 0 50 40% 10 Maximum cycle storage within scheme, wait for NR consultation design with Station Operator align with aspirations of the board ▬ No Change Ongoing Further changes to Cycle storage required still requires staion change agreement A Webb/Swong Station Quarter - Scheme Risk Register Station Quarter Risk Register - Rev 1 Dated 08/05/2014
Current/ Baseline Scoring Est. Financial Cost of Risk Change to assessed risk from previous month Impact
Consequences Root Cause/s Risk Event ▲Increase Deadline for action to (Impact on scheme objectives/ Actions to Control or Mitigate Risks (Known factors/ weaknesses) (What might happen if not corrected) Mitigate Risk
Risk ID Risk WBS requirements)
Risk Category Risk Responsibility
Score) Score) ▼Decrease
Probability Probability
Financial Score Financial
Financial Impact Impact Financial
P x ( [L+H]/2 ) £k ) [L+H]/2 ( x P
Probability Score Probability
Performance Impact Impact Performance
Environmental Impact Environmental
Mean Financial Impact Impact Financial Mean
Health & Safety Impact Safety & Health % (P) probability Event
Schedule (Time) Impact (Time) Schedule Financial Score Financial
Low cost estimate (L) £k (L) estimate cost Low ▬ No Change
High cost estimate (H) £k (H) estimate cost High
(Prob. x Greatest Impact
(Prob. x Financial Score) (Prob. x Financial
Current Combined Score Current Combined
Performance Score Performance
Environmental Impact Environmental
Schedule (Time) Score (Time) Schedule Health & Safety Impact Safety & Health Draw up proposals and consult with SCC parking team Objection by SCC parking services to Redesign of the scheme to reduce loss 19 Consultation Protracted discussions and redesign vl l m 1 2 3 0 0 0 3 2 0 100 20% 10 SW discussed with SCC parking manager and agreed in principle loss or change to parking of parking ▬ No Change Complete Agreed SW Undertake early desk top study and identify any issues. Environmental report Environmental impacts identified which completed, recomends contact with SCC archaeologist and english heritage and SCC changes to the design required which 20 Design Environmental issues identified give rise to further studies or need to l l m 2 2 3 0 3 0 6 4 0 40 20% 4 environmental team. do not meet the aspirations of the board ▬ No Change Ongoing change design Desk top study undertaken following SI report showed signs of contamination, no m significant issues. C Weedon/A Webb Redesign which results in a scheme CompleteQuery re drainage SI and review and flooding, results waiting for SCCC to respond, no issues identified 21 Design Unexpected ground conditions Additional costs to overcome issues that does not align with the aspirations 2 3 3 0 0 0 6 6 0 300 40% 60 Desk top study undertaken following SI report showed signs of contamination, no ▬ No Change Complete of the board l m m significant issues. M Dyer/Design Team CompleteRadar surevy SI and completed review resultsand reviewed unlikely to affect design proposals Diversions or changes of the design Locations where services are likely to be affected identified this will be used for C3 22 Design Buried services Additional costs and delay required which do not meet the h h h 4 4 4 0 0 0 16 16 0 1000 60% 300 quotes ▬ No Change Ongoing aspirations of the board C4's for Phase 1 completed design being adjusted to avoid costly diversions M Dyer ReviewFuture Phases as design still progresses, require C4's design out where possible opportunities for Skateboarding and stunt bikes using 23 Design Causing nuisance and damage Bad publicity h m l 4 3 2 0 0 0 12 12 10 50 60% 18 skateboarders and stunt bikes, use materials resistand to damage the completed scheme ▬ No Change Ongoing AW and CT to consider as part of design process Design team Review as design progresses, use materials that can be cleaned consider anti grafitti 24 Design Grafitti Damage to to scheme cost of maintainence, bad publicity M M M 3 3 3 0 0 0 9 9 5 20 30% 4 coatings ▬ No Change Ongoing MD to check requirements Design team Early discussions with SCC tree officer to agree principles, understand requirement for Delay to scheme, redesign which Objection to the removal of existing Scheme has to be redesigned to planning board approval. 25 Design results in a scheme that does not align vl m m 1 3 3 0 0 0 3 3 5 20 20% 3 trees within scheme accomodate existing trees Met with tree officer, meeting recorded need to get tree officer sign up ▬ No Change Complete with the aspirations of the board Agreed in principle need approval A Webb ReviewAgreed bydainage Planning survey Panel to date20th andAugust assess 2013 the unanimous need for additionalvote survey work, if Delay to scheme, redesign which Scheme has t o be redesigned at late required organise ASAP 26 Design Incomplete drainage survey data results in a scheme that does not align l m m 2 3 3 0 0 0 6 6 5 20 20% 3 stage Additional drainage CCTV identified and being organised ▬ No Change Complete with the aspirations of the board Completed and being reviewed as part of design PN
Early informal consultation with Kevin White SCC and English Heritage to discuss Delay to scheme, redesign which scheme and gauge reaction. Listed Building application to follow during detailed design English Heritage object to design around 27 Consultation Listed building consent results in a scheme that does not align m m m m vl vl 3 3 3 3 1 1 9 9 5 20 20% 3 SW meeting KW to discuss. Application could take up to 5 months Wyndham Court ▬ No Change Ongoing with the aspirations of the board Met English Heritage no major issues identified scheme supported Agreed to submit two separate applications for Paving and Lighting Wyndham Court A Webb Early discussions with Network rail and the various stakeholders. Need to identify the Delay to scheme, redesign which correct people within Network rail who can make decisions. Also obtain rail design Network Rail Station Change 28 Consultation Objections from rail stakeholders results in a scheme that does not align h m h m vl vl 4 3 4 3 1 1 16 12 5 20 20% 3 guidance to avoid any unecessary redesign. consultation ▬ No Change Ongoing with the aspirations of the board Plans for NR consultation issued to NR, waiting comments Still not agreed S Wong Meeting with SWT/NR late March Delay to scheme, redesign which Early discussions with SCC cycle lead and cycle groups Cycle groups unhappy with cycle 29 Consultation Cycle provision results in a scheme that does not align m l l l vl vl 3 2 2 2 1 1 6 6 5 20 10% 1 Meeting held to discuss and scheme updated to include revised proposals provision within scheme and object ▬ No Change ongoing with the aspirations of the board Although previously agreed further changes have now( Jan 2014) been identified S Wong Early discussion with affected businesses have deatils of alternative route details for Businesses in area object due to longer Delay to scheme, redesign which discussion. Objection to restricted use of Morris route to get to commercial road if going 30 Consultation results in a scheme that does not align h m h m vl vl 4 3 4 3 1 1 16 12 5 20 20% 3 Some discussions held further discussions to be held with specific businesses Road from businesses west, particularly business who paid for ▬ No Change ongoing with the aspirations of the board Morris Road ban right turn supported. However safety issues with removing right turn existing signals through S106 ban from access to the west. SW to consult again S Wong Early discussion with district heating company to agree programme of installation Unable to commence phase 1 in line Delay in district heating network Delay to scheme or having to reinstate Meeting held positive response from DH possibility of installing short extension to 31 Consultation with programme or have to open up l m h m vl vl 2 3 4 3 1 1 8 6 5 20 20% 3 agreeing and installing new service scheme soon after inplementation beyond phase 1, discussion ongoing ▬ No Change Oct 13 scheme to lay at a later date Further discussion held Cofly planning just Overline House S Wong EarlyExtension discussion of service with agreed specialist and suppliers programmed to establish with phase lead 1in times and place orders at Long lead in time for specialist appoopriate time to achieve delivery dates. Needs to tie in with cabinet approval of 32 Procurement Delay in starting phase 1 Delay in scheme h m h m vl vl 4 3 4 3 1 1 16 12 5 20 20% 3 materials scheme. ▬ No Change Ongoing Agree programme, materials ordered for Phase one and programme agreed M Dyer Delay to scheme, disruption during EarlyMaterilas appointment for future of phases BBLP stillcontractor to be agreed who is involved throughout the detailed design Late appointment of Contractor/ECI Late design changes required, inefficient 33 Procurement construction creating poor public vl m m h vl m 1 3 3 4 1 3 4 3 5 20 20% 3 stage input working poorly planned scheme ▬ No Change Complete perception Regional civils on board M Dyer Early identification of signs requiring approval and submission to DfT Late design changes or scheme 34 Design DfT approval of non standard signs Delay to scheme h l m m vl vl 4 2 3 3 1 1 12 8 5 20 20% 3 Discussing options with BBLP and preparing order objectives not achieved ▬ No Change Ongoing DfT unable to approve until 2015 although new regs could mean approval not required C Weedon SOUTHAMPTON STATION QUARTER PREPARED FOR
March 2014 FINAL DRAFT CONTENTS
1. Executive Summary 2. Introduction 3. Background & Context 4. Key Opportunity to Deliver 5. Market Testing 6. Delivery Options 7. Conclusions & Recommendations 8. Issues for Consideration 9. Next Steps
2 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER EXECUTIVE SUMMARY
On the basis of the outcome of market testing, our recommendation is to harness inward investment and development activity through the creation of a strategic development partnership. The partnership will serve to promote the Station Quarter and the City as a forward thinking attractive destination achieved through a co-ordinated regeneration approach, which enhances the quality of the public realm, urban design and mix of uses. The partnership should be established in such a way which motivates the development partner to create opportunity and bring about substantive change. The partnership could be in the form of a joint venture which assumes sharing of development risk and return or alternatively structured similar to a traditional development agreement. The benefits and risks of pursuing the joint venture approach can be explored as part of the partner selection process. The outcome of the soft market testing strongly suggests that there is sufficient interest from developers to justify an OJEU compliant marketing and selection process. Uncertainties around infrastructure funding and other abnormal costs on the south side present a significant challenge so the OJEU process will need to avoid complex and costly processes as far as possible. Following the recent flow of capital into London, the regional property market is now entering into a sustained period of growth across many sectors. Having regard to forecast GDP figures, anticipated house price growth, rising employment and a return in business and consumer confidence now is considered a good time to bring the site forward for development.
3 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER INTRODUCTION
The comprehensive regeneration of the Station Quarter is a longstanding objective of Southampton City Council (SCC). It is a flagship area of major change and one of seven VIP regeneration projects central to the renaissance of the city centre. CBRE was commissioned by SCC in January 2014 to undertake a formal Soft Market Testing (SMT) exercise and to advise on the options for taking development forwards. The purpose of the exercise was to gather views and opinions from a cross section of developers, registered housing associates, contractors and end-users to gauge the markets interest as well as their concerns. Specifically the aim of the Soft Market Testing exercise was to: ° Raise the level of interest and awareness of the site ° Gauge the attractiveness and perception of the opportunity ° Explore potential partnering arrangements ° Discuss programme and timings and the selection process This knowledge base enables a strategy to be taken forwards from a position of strength so that future arrangements for the redevelopment of the Station Quarter are clear and market focused.
4 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER BACKGROUND & CONTEXT
The Station Quarter includes land north and south of Southampton Central Station, in the north western part of the city centre. SCC has for some time been promoting the area as part of a wider agenda for change to the area. This has principally been through the emergence of Southampton’s City Centre Masterplan, City Centre Area Action Plan (CCAAP) and Core Strategy Review. Initial momentum has been established through the completion of building and forecourt improvements to the south side in 2012. On the north side, current investment in the public realm is making its mark and future phases will further emphasise the Council’s commitment to the area. Recent developments at Mayflower Plaza, and The Gantry as well as forthcoming proposals for Orchard House and Southbrook Rise emphasise a very strong level of private sector investment. Longer term development plans have been assessed at a high level through work undertaken throughout the period 2012/13, principally CBRE’s Commercial Appraisal and Delivery Strategy (2012). This demonstrates a positive (albeit marginal) land value for development on both the south and north side. In addition, work has been undertaken by Balfour Beattie on traffic modelling and site investigations which, as far as we are aware, shows no major impediment. Discussions are also ongoing with SSE to create a new station “Boulevard” towards John Lewis to connect the station with the city’s retail core. Following the recent flow of capital into London, the regional property market is now entering into a period of growth across many sectors. It is considered that now is a good time to bring the site forward for development.
5 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER KEY OPPORTUNITY TO DELIVER
The unique positioning of the site and its current high profile as a major development opportunity and catalyst for the city are pivotal to the successful wholesale regeneration of the area. The following fundamentals serve to demonstrate it as a key redevelopment opportunity within the city centre. ° VIP master plan project – the scheme is recognised as a flagship area of major change and one of seven VIP projects within the City’s recently published Masterplan. ° City Economy and Growth - 2nd highest ranking city for Good Growth and Europe's busiest cruise port and growing. ° Increasing rail use – Southampton Central Station caters for 6 million trips annually, increasing by 200,000 annually. ° On-going investment in public realm – progress to date includes extensive refurbishment of the south side passenger facilities and forecourt. Major improvements to the north side public realm started in January 2014. ° Growing regeneration of the surrounding areas – including the Mayflower Halls development comprising circa 1,000 new student units, in addition to a recent residential development by First Wessex. ° Catalytic impact potential – the comprehensive and sympathetic regeneration of the Station Quarter area is critical in the formation of a true gateway and ‘go to’ destination within the city. This will in turn serve to stimulate surrounding initiatives and in itself become an attractor to enhancing a combination of use types. ° SCC/Network Rail Partnership – Landowners Agreement – the agreement in place between the Council and Network Rail provides the foundation for a long term working partnership between the parties. The existing ownership also enables the opportunity to be delivered on a relatively straight forward basis generally precluding the need for complex negotiations or CPO. ° Wider stakeholder consultation – positive discussions have been undertaken with all wider stakeholder groups namely South West Trains; the Police; London Metric Property; National Express; and SSE. These discussions have helped to a) inform the overall short, medium and long term delivery strategy; and b) to ensure all parties are kept abreast of the process as it evolves.
… Overall it is considered that the stepping stones are in place for a wider redevelopment to be brought forward at Station Quarter as a catalyst to serve the continued regeneration of this part of the city.
6 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER MARKET TESTING – RATIONALE & PROCESS
A detailed SMT exercise was carried out by CBRE during February 2014. This involved the production of a brochure (see Appendix 1), targeted marketing and the publication of a Prior Information Notice advertisement in the official journal of the EU. The purpose of the exercise was to assess market interest for the overall opportunity with a view to:- ° Drawing private interest to lever wider infrastructure funding ° Inform development plan/phasing and structuring ° Raise awareness of the project in the market place in the build up to formal marketing The SCC’s SMT objectives were to gather views from a cross section of developers, registered housing associations, contractors, and end-users who could potentially become partners. The following areas were explored:- ° Attractiveness of the overall development opportunity ° Potential partnership structures ° Programme and timings ° Selection process ° Approach ° Extent of interest The key stages followed are illustrated below:
1 2 3 4 5
Prepare brochure, Identify & shortlist Briefing pack Responses to SMT SMT meetings SMT Questionnaire potential issued & meetings Questionnaires undertaken & PIN organisations arranged collated
7 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER MARKET TESTING – PARTICIPANTS
A number of parties participated in the soft marketing process following the publication of the PIN advertisement and as a result of targeted marketing i.e. direct contact with organisations known to be active (or aspiring to be) in this type of venture and ratified by the client group. A series of meetings were arranged during February 2014 in either Southampton or London which included representation from Network Rail. All organisations were issued with a copy of the electronic brochure, briefing letter and copy of the Expression of Interest (EoI) Questionnaire. Developers/Contractors Developers/Contractors cont. Hotels
° Bouygues Development ° Development Securities ° Intercontinental Hotel Group (IHG) ° Osborne ° St James Investments (SJI) ° Moxy IKEA
° Terrace Hill Housebuilders/RPs ° Hilton Group ° Citygrove ° Radian Car Park Operators ° THAT Group ° Raglan ° NCP ° Blackshore Property ° First Wessex ° Q-Park ° St Modwen ° Inland Homes ° APCOA ° Solum Regeneration ° Taylor Wimpey ° Town Centre Parking
In general, there was strong interest from all organisations with whom meetings were undertaken. The existing joined up arrangements between SCC and Network Rail were considered positive and participants remarked on the benefits of the partners proactive and forward looking approach to delivery. Most of the parties completed the Questionnaire (see Appendix 2) and expressed their intent to participate in a future formal marketing campaign.
8 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER MARKET TESTING – FEEDBACK SUMMARY The Opportunity ° Location seen as potentially very attractive given connectivity to city centre and opportunity to create a ‘go to’ destination as part of major transport hub, and also given relatively clean land ownerships. ° Opportunity to transform the arrival and departure experience to the city in terms of commercial offer and quality, legibility and accessibility to other parts of the City Centre and passenger docks. Treatment of public realm, ancillary uses is critical to realising the vision. Each transport mode also needs to be blended into the overall offer. ° Improving residential and commercial market lends itself well to timing in terms of taking an opportunity to the market. ° Some potential partners interested in the ‘long term’ vision and opportunity presented by the wider masterplan (not just delivery of the individual plots) with Station Quarter acting as a catalyst for regeneration of the surrounding area. Importance of a comprehensive approach (rather than piece meal) is essential to effective delivery of the masterplan. Phasing and sequence of build also needs to be prioritised as a key consideration. ° Selecting the ‘right’ consortium of partners will be critical in realising the long term vision for the site. Partnering Arrangements ° Framework agreement would need to be put in place to cover the various responsibilities and obligations of each of the parties but be flexible enough to cover the scope of the vision. ° Most partners in principle interested in adopting a partnership structure whilst avoiding overly complex LABV type structures. Developers happy to see performance related obligations and milestones. ° A joined-up partnership arrangement with aligned objectives and engagement at the most senior levels will be critical to arriving at the optimal solution. ° Ability to call down future sites to within the partnership is an additional attraction which could provide future long term benefits. This may include Overline House for example or sites further afield. ° Potential legal structure of the vehicle is not a major issue but will require consideration during procurement process.
9 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER MARKET TESTING – FEEDBACK SUMMARY
Financial Structuring ° Early deliverables and short term cashflow is important. Ideally the partnership will comprise revenue generating opportunities at an early stage so that overall cashflow can be managed effectively. ° Most prospective partners are prepared to accept minimum land price arrangement. ° Deferred land payments seen as attractive. ° Council can secure overage and a variety of mechanisms are available, dependent on the basis of the partnership. ° Partners happy to inherit funding commitments to develop infrastructure such as remodelling Western Esplanade and junctions. This would also support cashflow management. ° The Council’s involvement in taking a lease (and possibly management role) on a specific aspect of the scheme to pump prime the opportunity using prudential borrowing or an income strip model would be attractive. ° Funding is likely to be complex involving private and public funding streams. Innovative approaches will need to be sought and the parties will need to have confidence and support in one another. Programme & Timescales ° OJEU marketing and selection generally accepted as method for securing a development partner although complex procedures to be avoided where possible. A streamlined, clear and focussed structure should be adopted and bidders limited to 2 or maximum 3 towards the final stages of the selection process. ° SCC and Network Rail objectives need to be clearly set out at the outset although brief should cater for flexibility against requirements. ° Potential high bid costs seen as concern, therefore SCC/Network Rail may consider assisting or underwriting short- listed bidders cost.
10 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER MARKET TESTING – POTENTIAL USE TYPES
Participants were invited to comment on potential use types having regard to the overall aspirational masterplan and market demand. Additional discussions were held with internal specialists within CBRE to explore further the likely demand for the optimal use types for redevelopment on the sites.
° Residential – keen interest expressed from house builders and registered housing associations met as part of this process. Residential is likely to be delivered on a phased block by block basis in relation to market demand and absorption rates. The site is considered a strong opportunity from a Private Rented Sector (PRS) perspective with specific interest expressed from UK Regeneration. ° Student – appetite expressed from student accommodation providers although possible delivery capacity will need to be explored further with both the City Universities. Potential value driver. ° Hotel – expressions of interest from all hotel operators met as part of this process. IHG interested in pursuing an Apart Hotel concept under their Staybridge Suites brand. Hilton consider the site is well suited to Hampton (premium economy brand) although could also work for slightly higher branded Hilton Garden Inn. Both Hilton and IHG flexible as to how the hotel is operated within the parameters of a management and/or franchise agreement. Unlikely to be a major value driver however considered an integral component in terms of the overall scheme. ° Retail – small A1/A3 retailers likely to be interested in locating on the site and will be critical in enabling the delivery of the wider masterplan and creating a ‘go to’ destination and integrated hub. However, unlikely to be a major value driver for the site. ° Small Format Convenience – all major operators were considered suitable for this location and can drive significant value particularly through the creation of a competitive environment. ° Office – uncertainty over viability and demand in the current market. Unlikely to be viable without cost pushed solution or substantial pre-lets in place. Level of car parking likely to be critical to enable pre-lets for offices to be secured. However the office element will also depend on the ability of the ‘hub’ to create a place with excellent communications that is sufficiently attractive to occupiers. ° Car Park Operators – firm interest from all car park operators met with as part of the process. Variety of structures offered from turnkey to design, build and finance service.
11 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER DELIVERY OPTIONS
In consideration of the appropriate development strategy we have had regard to the complexity and risks attached to bringing forward this major regeneration opportunity. We are cognisant of the level of influence the Council and Network Rail may wish to maintain during the regeneration process. We list below the principle delivery options available to the Council. These encompass a ‘hands on’ public sector led approach, as well as more traditional delivery models where responsibility is left largely with private sector partners. The basis of each and principle “Pros” and “Cons” are considered overleaf.
Traditional Public Sector Strategic (JV) Development Led Partnership Agreement
High Risk / Reward Low Risk / Reward
12 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER PUBLIC SECTOR LED A public sector led approach would involve the Council supported by Network Rail commissioning necessary planning and project management services which would fix the land use arrangement over the site and secure outline planning consent. This could be followed by public sector forward funding infrastructure and site preparation in order to offer ‘clean’ development opportunities to the market. Alternatively defined sub-development packages involving specified infrastructure provision identified could be bought to the market in order to transfer delivery risk. In order to maintain control and maximise value, the Council and Network Rail could secure agreements for lease for specific aspects of the scheme.
Pros Cons • Total control over scheme composition, standards • Exposes the public sector to significant risk in and delivery timeframe relation to cost overrun and market failure • Cost saving through exchanging developer margin • A public sector led approach may not optimise the for contractor margin commercial potential of the site in terms of land mix • Development finance cost (at Council rather than and configuration developers borrowing cost) would be beneficial to • Likely to involve significant upfront cost in relation to the Council in terms of cost efficiency preparation of the masterplan and additional due • A range of specialist sub developers could be diligence input. Questionable whether Network Rail introduced enabling maximum serviced site values would be willing or able to contribute substantially to (albeit accepting high level of risk to achieve this) these. • Full ‘take’ of market sale profits enables cross • Potential ‘spin off’ benefit to the wider initiative less subsidy of affordable homes and infrastructure likely to be achieved (without presence of a strategic • Contractor appetite for such a procurement likely to partner to drive opportunities) be strong • Would place the onus and resource requirements on the public sector to project manage
13 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER STRATEGIC (JV) PARTNERSHIP This option would involve the Council supported by Network Rail preparing a development brief and undertaking a marketing process in order to appoint a strategic development partner. The partner would be responsible for working up the opportunity in conjunction with the key stakeholders, providing infrastructure and servicing individual development plots which could either be sold on to individual ‘plot’ developers or a specified portion could be developed out by the private sector partner. The relationship could be governed by contractual terms or structured as a Company Limited by Shares or Guarantee or as Limited Liability Partnership. It could also be in the form of a JV which assumes sharing of development risk and return, as such SCC would need to evaluate and determine the risks that are acceptable relative to the potential benefits. The JV is typically financed through a combination of land, cash from the private sector partner (which can be leveraged on the land value), and third party debt. The JV could be structured so that the private sector takes the risk and return associated with delivering the new homes and commercial units identified for market sale or let.
Pros Cons • Innovative • Dependent on basis of land transfer, could be • Increased control and capacity to shape development problematic for the Council in severing its relationship content as scheme progresses with the developer as a result of non performance i.e. • Enables long term vision for the site to be realised could trigger liabilities • Base land value can be secured (although likely to be • The partnership is only as good as the partner discounted) and risk profile can be managed selected (although it can be driven through careful • Allows the public sector to transfer the majority of structuring and all encompassing joint advisory development costs services) • Introduces a commercial led approach • Moderate to high upfront costs may reduce the appeal • Delivers holistic, comprehensive, structured of the opportunity to some bidders regeneration • Can limit liabilities through tax transparent structure • Opportunity for SCC/NR to benefit from value uplift and hold long term investment through assets
14 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER TRADITIONAL DEVELOPMENT AGREEMENT
This would involve the Council and Network Rail marketing the site in order to appoint a development partner who would be responsible for directly developing all or the majority of the phases. This would require entering into a development agreement where sites are drawn down as pre-conditions are satisfied. The development agreement will pass market sale, planning and finance risk and return to the private sector partner. The Council’s and Network Rail’s position will be relatively insulated from risk aside for the usual risks that may prevail in terms of quality, cost or indeed solvency of the selected partner. In addition, if land values are paid on a phased basis there is a risk that the level of land receipt will be reduced if the scheme does not perform as expected. Inclusion of overage arrangements can be utilised to capture betterment above agreed levels of profit. This will require working on an open book basis to monitor scheme performance to calculate any overage that may be due.
Pros Cons • Public sector could secure a base land value • Unlikely to facilitate creation of a partnership that (although this is likely to be significantly discounted) could have a wider impact beyond Station Quarter • Significantly reduces risk profile • Would probably not optimise the overall net receipt • Allows the public sector to transfer the majority of (but would transfer risk) development costs • Could potentially extend the development delivery • Introduces commercial led approach timeframe depending on the developer’s approach to • Familiar approach and is widely accepted by funding and cashflow developers/contractors • Less involvement for the public sector and reduced • Overage structure can be used to capture land value control over the development and quality generally uplift (other than through planning) • Relatively low set up costs • Difficult to create clear termination provisions in the event of non performance • Once again only as good as the chosen partner • Overage arrangements notoriously difficult to enforce
15 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER CONCLUSIONS Based on our understanding of the scheme, soft market testing and consultation with key stakeholders our conclusions and recommendations are as follows. ° High level viability work undertaken throughout the period 2012/13 demonstrates a positive (albeit marginal) land value for the proposed development on both the south and north side (excluding the cost of downgrading the Western Esplanade). ° The unique positioning of the site and its current high profile as a major development opportunity enables it to act as a catalyst for the wholesale regeneration of the area. ° The strategic location of the site, its current attractiveness to the market and potential ‘go to’ destination within the city, wide variety of potential use types, the current stage in the development cycle and overall positioning of the opportunity point towards the view that now is a good time to bring the site forward for development. In consideration of the Council’s (and Network Rail’s) objectives our recommendation is to formally market the Station Quarter development opportunity to establish a innovative strategic partnership with a lead development partner. The principle benefits of progressing the development under an partnership model, delivering a phased development over the medium to long term are: ° The ability to shape and facilitate the achievement of holistic, comprehensive and structured regeneration where partners objectives become aligned in terms of shaping the place and driving long term value. ° Any combination of risk/reward profile can be structured and shaped via the development brief. Various options can be considered, structured and brought forward depending on the Council’s appetite for risk and willingness to maintain control particularly in relation overall approach and tie in with the wider area. These matters can be determined through a carefully structured (and iterative) partner selection process. ° The ability for the Council (and Network Rail) to retain a long term interest in the scheme and/or drive value through direct delivery of various assets possibly using covenant based structures. ° The opportunity to draw-in wider sites into the partnership down the line, enabling procurement efficiencies and facilitating the delivery of the wider regeneration of the area.
16 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER ISSUES FOR CONSIDERATION The end goal is to deliver a comprehensive development that has strong design and economic impact such that it creates a ‘go to’ destination and sets the tone for wider redevelopment of the area. This is only likely to be achieved under a long term partnership arrangement where the partner is fully incentivised to drive values over the long term through the creation of such a destination. Below are some key issues for consideration in working towards the marketing launch for the site. ° Senior level discussions with Network Rail and wider stakeholders (including SWT) are necessary to ensure objectives are aligned in the context of the overall aspirations for the scheme e.g. not to forego the opportunity for a potential “new station building” as a prominent landmark with associated commercialisation benefits. ° The Council should continue to invest in public realm and demonstrate its broader aspirations for the area through structured “branding” of the opportunity in the build up towards the appointment of a long term development partner. A detailed communications plan will need to be put in place. ° Continued engagement with the LEP (at senior level) is critical recognising the importance of their support given the relatively marginal nature of the scheme. The support of the LEP on infrastructure funding will make a significant difference to the project profile and market response. ° The proposed partner selection process needs to be clear and streamlined, especially in terms of the duration, milestones and costs. ° Alternative ‘tenure’ products should be considered including PRS and direct Council involvement in Affordable Housing delivery models and ‘covenant based’ structures. ° Further investigatory work into wider funding streams should be considered in the context of the overall Station redevelopment. ° Effective dialogue with wider stakeholders i.e. SWT, cruise operators to ensure wider priorities and objectives are aligned. ° Detailed understanding of services, utilities and costs associated with infrastructure requirements, abnormals etc. This was deemed critical in terms of enabling pricing during partner selection process. Potential partners requested the need for clarity on any constraints and issues (and a related mitigation strategy) from the start.
17 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER SUMMARY & NEXT STEPS
Following completion of the soft market testing process and based on the work undertaken to date, the Council has the opportunity to harness inward investment and development activity through the creation of a long term strategic development partnership. The partnership will serve to promote the Station Quarter and the City as a forward thinking attractive destination achieved through a co-ordinated regeneration approach, which enhances the quality of the public realm, urban design and mix of uses. The partnership should be established in such a way which motivates the development partner to create opportunity and bring about substantive change. We set out the next steps below:-
Activity Date Agree programme with key milestone dates End April 2014
Re-visit and reinforce arrangements with Network Rail End July 2014
Prepare ground for formal marketing including commissioning of legal advisors End August 2014
Prepare brief and draft terms for partnership agreement End September 2014 Marketing including launch event October to February 2015
Developer selection End November 2015
18 CBRE | SOUTHAMPTON CITY COUNCIL | STATION QUARTER Appraisal Summary Table Date produced: 8 5 14 Contact:
Name of scheme: Station Quarter North Name Pete Boustred Description of scheme: Urban realm and traffic management improvement scheme, which will deliver signficant public transport interchange improvements, improved pedestrian Organisation Southampton CC and cyclist access to Southampton central station, increased bus frequency and an improved urban realm in the area immediately north of the station. Role Promoter/Official
Impacts Summary of key impacts Assessment Quantitative Qualitative Monetary Distributional £(NPV) 7-pt scale/ vulnerable grp Business users & transport Reduced journey times brought about by improved interchange and easier access to an Value of journey time changes(£) providers extremely busy station will bring about positive impacts for business users and transport Net journey time changes (£) PVB of £5.6m with Large beneficial urban realm, providers. Leads to significant benefits for business users of public transport (£1.6m) and some 0 to 2min 2 to 5min > 5min
benefits for active modes too (£0.15m). £5.3m without Economy Reliability impact on Business Possible small improvement in reliability brought about by junction improvements at Wyndham Neutral users Place/Commerical Rd but overall not a substanital impact. Regeneration These improvements are critical to regenerating the area around the station and encouraging Conservative estimate of 222 new jobs created and 4,000 Slight beneficial investment in the area. safeguarded. Wider Impacts Improving both public transport interchange and the urban realm will help attract investment and Jobs created could generate £8.4m GVA per annum plus Slight beneficial unlock employment development sites near the station. £16.9m GVA from schemeconstruction. Noise No impact Neutral Not assessed Air Quality No significant changes in traffic speed or volume Neutral Not assessed Greenhouse gases No significant changes in traffic speed or volume Change in non-traded carbon over 60y (CO2e) Neutral Change in traded carbon over 60y (CO2e)
Environmental Landscape This scheme will provide significant enhancement to the local townscape. Improvements to Large beneficial urban realm will increase the attractiveness of the area to visitors and encourage business investment. Townscape Large beneficial Historic Environment Grade II listed Wyndham Court is included in the scheme area. Improvements sympathic to this and if anything would enhance the surroundings. Slight beneficial Biodiversity No impact Neutral Water Environment No impact Neutral Commuting and Other users Improved interchange will provide journey time savings for commuters and leisure users and Value of journey time changes(£) encourage greater user of public transport. This creates substantial benefits for all modes, Net journey time changes (£) PVB of £16.4m particularly public transport users (£7.4m) as a result of the improved interchange and increase Large beneficial with urban realm, Social Social 0 to 2min 2 to 5min > 5min bus capacity. £12.9m without
Reliability impact on Possible small improvement in reliability brought about by junction improvements at Wyndham Neutral Commuting and Other users Place/Commerical Rd but overall not a substanital impact. Physical activity Encourages increased walking and cycling as area more attractive and accessible for Slight beneficial pedestrians and cyclists Journey quality Substantially improved journey experience including improved waiting and interchange facilities Monetised benefit derived from willingness to pay for urban Large beneficial £3.7m realm benefits converted into generalised cost in SRTM.
Accidents Reduction in risk of trips and slips due to improve pavement surface quality Benefits mainly accrue £2 - £10k per for pedestrians and Currently 2 to 10 incidents per annum Slight beneficial incident (non- cyclists discounted)
Security Reduction in risk through various design elements including improved lighting Moderate all user groups beneficial Access to services Improvements in boarding and aligihting of buses and better access to Southampton Central Benefits particularly rail station Slight beneficial important for elderly and disabled Affordability No impact Neutral N/A Severance Improved crossing facilities for pedestrians, particularly helping to reduce severance created by No vulnerable heavy traffic on Commercial Rd. Slight beneficial communities in the area
Option and non-use values No impact No change to fares or access to low cost services Neutral Cost to Broad Transport £3.7m with urban Budget realm, £3.6m
without Public Public Indirect Tax Revenues
Accounts £1.2m with urban realm, £1.0m without
Economic Efficiency of the Transport System (TEE)
Non-business: Commuting ALL MODES ROAD PT ACTIVE MODES User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time 3218 -136 3250 104 Vehicle operating costs 74 74 0 0 User charges -283 -60 -223 0 During Construction & Maintenance 0 - - - NET NON-BUSINESS BENEFITS: COMMUTING 3009 (1a) -122 3027 104
Non-business: Other ALL MODES ROAD PT ACTIVE MODES User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time 10200 4665 4968 567 Vehicle operating costs 701 701 0 0 User charges -992 -283 -708 0 During Construction & Maintenance 0 - - - NET NON-BUSINESS BENEFITS: OTHER 9910 (1b) 5083 4260 567
Business ROAD PT ACTIVE MODES Active User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time 1095 -594 -80 1747 - 21 Vehicle operating costs 31 25 5 0 - 0 User charges -58 -82 -8 32 - 0 During Construction & Maintenance 0 - - - - - Subtotal 1067 (2) -651 -82 1779 0 21 Private sector provider impacts Freight Passengers Revenue 4578 - - 4578 Operating costs 0 - - - Investment costs -355 -355 - - Grant/subsidy 0 - - - Subtotal 4223 (3) -355 0 4578 Other business impacts Developer contributions -27 (4) -27 - - NET BUSINESS IMPACT 5263 (5) = (2) + (3) + (4)
TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) 18182 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, w hile costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values
Public Accounts
Local Government Funding ALL MODES ROAD PT ACTIVE MODES Revenue -572 -572 0 0 Operating Costs 0 0 0 0 Investment Costs 541 541 0 0 Developer Contributions -27 -27 0 0 Grant/Subsidy Payments 0 0 0 0 NET IMPACT -58 -58 0 0
Central Government Funding: Transport ALL MODES ROAD PT ACTIVE MODES Revenue 0 0 0 0 Operating costs 0 0 0 0 Investment costs 3654 3654 0 0 Developer Contributions 0 0 0 0 Grant/Subsidy Payments 0 0 0 0 NET IMPACT 3654 3654 0 0
Central Government Funding: Non-Transport ALL MODES ROAD PT ACTIVE MODES Indirect Tax Revenues 1047 435 612 0
TOTALS ALL MODES ROAD PT ACTIVE MODES Broad Transport Budget 3596 3596 0 0 Wider Public Finances 1047 435 612 0
Note: Costs appear as positive numbers, w hile revenues and developer contributions appear as negative numbers. Note: All entries are present values discounted to 2010, in 2010 prices Analysis of Monetised Costs and Benefits
Greenhouse Gases 120
Economic Efficiency: Consumer Users (Commuting) 3009 Economic Efficiency: Consumer Users (Other) 9910 Economic Efficiency: Business Users and Providers 5263 Wider Public Finances (Indirect Taxation Revenues) -1047 Present Value of Benefits (PVB) 17255
Broad Transport Budget 3596 Present Value of Costs (PVC) 3596
OVERALL IMPACTS Net Present Value (NPV) 13659 Benefit to Cost Ratio (BCR) 4.798
Note: This table includes costs and benefits which are regularly or occasionally presented in monetised form in transport appraisals, together with some where monetisation is in prospect. There may also be other significant costs and benefits, some of which cannot be presented in monetised form. Where this is the case, the analysis presented above does NOT provide a good measure of value for money and should not be used as the sole basis for decisions. Economic Efficiency of the Transport System (TEE)
Non-business: Commuting ALL MODES ROAD PT ACTIVE MODES User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time 4125 195 3076 854 Vehicle operating costs 172 172 0 0 User charges -139 -40 -99 0 During Construction & Maintenance 0 - - - NET NON-BUSINESS BENEFITS: COMMUTING 4158 (1a) 327 2977 854
Non-business: Other ALL MODES ROAD PT ACTIVE MODES User benefits TOTAL Private Cars and LGVs Passengers Passengers Travel time 12211 5800 4285 2126 Vehicle operating costs 882 882 0 0 User charges -892 -266 -626 0 During Construction & Maintenance 0 - - - NET NON-BUSINESS BENEFITS: OTHER 12200 (1b) 6415 3659 2126
Business ROAD PT ACTIVE MODES Active User benefits Goods Vehicles Business Cars & LGVs Passengers Freight Passengers Travel time 1843 -54 152 1594 - 151 Vehicle operating costs 212 203 10 0 - 0 User charges -60 -83 -12 35 - 0 During Construction & Maintenance 0 - - - - - Subtotal 1995 (2) 66 150 1629 0 151 Private sector provider impacts Freight Passengers Revenue 4023 - - 4023 Operating costs 0 - - - Investment costs -355 -355 - - Grant/subsidy 0 - - - Subtotal 3668 (3) -355 0 4023 Other business impacts Developer contributions -27 (4) -27 - - NET BUSINESS IMPACT 5637 (5) = (2) + (3) + (4)
TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) 21995 (6) = (1a) + (1b) + (5) Notes: Benefits appear as positive numbers, w hile costs appear as negative numbers. All entries are discounted present values, in 2010 prices and values
Public Accounts
Local Government Funding ALL MODES ROAD PT ACTIVE MODES Revenue -499 -499 0 0 Operating Costs 0 0 0 0 Investment Costs 541 541 0 0 Developer Contributions -27 -27 0 0 Grant/Subsidy Payments 0 0 0 0 NET IMPACT 15 15 0 0
Central Government Funding: Transport ALL MODES ROAD PT ACTIVE MODES Revenue 0 0 0 0 Operating costs 0 0 0 0 Investment costs 3654 3654 0 0 Developer Contributions 0 0 0 0 Grant/Subsidy Payments 0 0 0 0 NET IMPACT 3654 3654 0 0
Central Government Funding: Non-Transport ALL MODES ROAD PT ACTIVE MODES Indirect Tax Revenues 1159 626 533 0
TOTALS ALL MODES ROAD PT ACTIVE MODES Broad Transport Budget 3669 3669 0 0 Wider Public Finances 1159 626 533 0
Note: Costs appear as positive numbers, w hile revenues and developer contributions appear as negative numbers. Note: All entries are present values discounted to 2010, in 2010 prices
Analysis of Monetised Costs and Benefits
Greenhouse Gases 200
Economic Efficiency: Consumer Users (Commuting) 4158 Economic Efficiency: Consumer Users (Other) 12200 Economic Efficiency: Business Users and Providers 5637 Wider Public Finances (Indirect Taxation Revenues) -1159 Present Value of Benefits (PVB) 21036
Broad Transport Budget 3669 Present Value of Costs (PVC) 3669
OVERALL IMPACTS Net Present Value (NPV) 17367 Benefit to Cost Ratio (BCR) 5.734
Note: This table includes costs and benefits which are regularly or occasionally presented in monetised form in transport appraisals, together with some where monetisation is in prospect. There may also be other significant costs and benefits, some of which cannot be presented in monetised form. Where this is the case, the analysis presented above does NOT provide a good measure of value for money and should not be used as the sole basis for decisions.